CN118043221A

CN118043221A - Wireless charger for vehicle

Info

Publication number: CN118043221A
Application number: CN202280066395.8A
Authority: CN
Inventors: V·K·帕蒂帕蒂
Original assignee: Zoox Inc
Current assignee: Zoox Inc
Priority date: 2021-09-30
Filing date: 2022-09-30
Publication date: 2024-05-14
Also published as: US20230095422A1

Abstract

Techniques for converting power received from a power grid at a first voltage and outputting a signal at a second voltage are discussed herein. A power converter with a transformer having a 22.5 degree phase shift between the currents output by the corresponding secondary winding pairs may be used to convert the first level of power to the second level of power. The transformer may output power from 30 secondary windings. The power inverter may output power having 5% total harmonic distortion and 96% or higher efficiency. Further, power may be output by a transmitting coil and received by a receiving coil in a device (such as a vehicle) to wirelessly charge the vehicle.

Description

Wireless charger for vehicle

Technical Field

The present patent application claims priority from U.S. patent application Ser. No. 17/491,046, filed at 9 and 30 of 2021, and U.S. patent application Ser. No. 17/491,066, filed at 9 and 30 of 2021. Application Ser. Nos. 17/491,046 and 17/491,066 are incorporated by reference in their entireties.

Background

Chargers for supplying power to vehicles may be inefficient. For example, the rate of power supplied by the charger may be too low to fully meet the capabilities of the rechargeable battery due to power loss caused by inefficiency. These inefficiencies may be due in part to phase differences between the voltage and current on the grid side of the charger and may also result in unsafe conditions (e.g., high thermal levels, etc.). Furthermore, reducing the time required for supplying power to recharge the electric vehicle may be important for some uses of the charger.

Drawings

The detailed description will be made with reference to the accompanying drawings. In the drawings, the leftmost digit(s) of a reference number identifies the figure in which the reference number first appears. The use of the same reference symbols in different drawings indicates similar or identical items or features.

FIG. 1 is an example environment in which a power converter converts power received from a power grid into power for charging one or more storage devices.

Fig. 2 is a circuit diagram of an example power converter.

Fig. 3 is a circuit diagram of a portion of an example power charger.

Fig. 4 is a circuit diagram of an example power charger controller.

Fig. 5A is an example environment including an example vehicle having a rechargeable battery and a wireless charging adapter coupled to a Direct Current (DC) quick charger.

Fig. 5B is a schematic block diagram of an example wireless charging adapter.

FIG. 6 depicts a block diagram of an example system for implementing the techniques described herein.

Fig. 7 depicts an example process for using a power charger.

Fig. 8 depicts an example process for using a power charger controller.

Detailed Description

The present disclosure describes systems, devices, and apparatus for supplying power to a vehicle. For example, a system for supplying power may include a delta-delta transformer having a primary winding and multiple sets of secondary windings. The transformer may receive Alternating Current (AC) power from a power grid. The transformer may receive AC power via the first AC protection circuit. The transformer may convert the AC power from a first voltage to a second voltage that is less than the first voltage. The transformer may output AC power at a second voltage, which may be transferred to a Direct Current (DC) rectifier component. The AC power at the second voltage may be transferred to the DC rectifier component via a second AC protection circuit. The DC rectifier component may convert the AC power at the second voltage to DC power. The DC rectifier component may output DC power, which may be delivered to an electrical load (also referred to herein as a "load"). The DC power may be delivered to the electrical load via the DC protection circuit.

The properties of the transformer may enable a power converter comprising the transformer to output power to the vehicle. A vehicle receiving power may supply power to one or more energy storage devices (also referred to herein as "storage devices") of the vehicle. The transformer may receive power from the grid having a voltage at a level of 12.47 kV. The multiple sets of secondary windings may include 30 sets, each set outputting power at a level of 100 kW. The phase shift between individual current pairs associated with corresponding pairs of windings in corresponding secondary winding groups in the transformer may be 22.5 degrees (e.g., the phase shift between the current output from a winding of a pair of windings and another current output from another winding of the pair of windings may be 22.5 degrees). The power converter has a level of total harmonic distortion of 5% at full load. Of course, the values discussed herein are examples and may vary based on the particular implementation.

The power converter may include a power inverter controlled based on multiple modes, such as a bipolar mode and a monopolar mode. The power inverter may be controlled to output power based on a plurality of duty cycles. The mode and duty cycle of the power inverter output power may be controlled based on the power level of any of the one or more storage devices of the vehicle. For example, for an example in which the storage device is implemented as a rechargeable battery, the mode and duty cycle of the power inverter output power may be controlled based on the state of charge (SOC) of the rechargeable battery of the vehicle.

The power inverter may be controlled by a full bridge controller. The full-bridge controller may be an H-bridge controller that controls the power inverter to output power in either a bipolar mode or a unipolar mode. The H-bridge controller may control the power inverter to output power at one of a plurality of duty cycles. The H-bridge controller may include a plurality of transistors. The plurality of transistors may be switched in different ways to control the transformer to output power in either bipolar or unipolar mode and one of a plurality of duty cycles.

The techniques discussed herein may improve the functionality of the power converter in a number of additional ways. The power converter may include an expandable charger for use by a fleet of vehicles as a high power charger. For example, for examples in which one or more of the chargers are configured to transmit power as high power chargers, any one or more of the one or more high power chargers may transmit power to a corresponding vehicle at a rate of 100 kilowatts (kW).

As discussed in this disclosure, although a charge rate of 100kW may be used by any number (e.g., some or all) of vehicle chargers associated with a power converter, it is not limited thereto. The one or more vehicle chargers may utilize any charge rate (e.g., 50kW, 100kW, 200kW, 400kW, etc.).

In some cases, all chargers of the power converter may be provided as high power chargers. The charger may be used to quickly and efficiently charge a vehicle storage device. In some cases, all of the vehicle storage devices may be fully charged during the night to enable the vehicle to be used the next day. While some or all of the storage devices are fully discharged from use prior to day, the vehicle battery may still be fully charged. For example, in examples where one or more vehicle storage devices are fully charged at night from a power level (e.g., SOC) of 0% (within a tolerance level of 10%) to 100% (within a tolerance level of 10%), the size of any of the one or more vehicle storage devices may be 40 kilowatt-hours (kWh) or 120kWh.

As discussed in this disclosure, although the size of any one or more of the one or more vehicle storage devices may be 40kWh or 120kWh, it is not limited thereto. Any of one or more vehicle storage devices of any size (e.g., 40kWh, 60kWh, 80kWh, 100kWh, 120kWh, etc.) may be used in a corresponding vehicle. As discussed in the present disclosure, although the vehicle storage device may be charged with a tolerance level of 10% of the power level before charging and a tolerance level of 10% of the power level after charging, it is not limited thereto. Any tolerance level (e.g., 1%, 5%, 15%, etc.) may be used for one or more of the power level before charging and the power level after charging.

Further, the power converter according to the present disclosure can provide power to the vehicle storage device more simply and at a lower cost than the power converter according to the conventional technology. The disclosed power converter may omit multiple stages that would otherwise be required. In some cases, a medium voltage transformer and a high frequency rectifier may be utilized to provide power through a power converter without a low voltage stage for Power Factor Correction (PFC). The power converter does not need to include stages of components such as a low voltage transformer, a rectifier and PFC circuit, a high frequency inverter, and a high frequency transformer between the medium voltage transformer and the high frequency rectifier. The currents output by a pair of windings in each set of windings in the medium voltage transformer may be electrically separated by 22.5 degrees (e.g., the phase shift between the currents output by a pair of windings in each set of windings may be 22.5 degrees) to achieve PFC. The power converter does not require a PFC circuit stage between the medium voltage transformer and the load.

Further, the power converter according to the present disclosure may provide power more safely, more efficiently, and more reliably than the power converter according to the conventional art. In some cases, the power converter may provide power and implement PFC while maintaining 5% or less of total harmonic distortion (e.g., harmonic distortion levels associated with an input of a charging circuit including a transformer and a rectifier). A power converter operating at an efficiency of at least 93% may provide power. In some cases, the power converter may operate at an efficiency level of 95% or higher (e.g., 95%, 96%, 96.5%, etc.). The efficiency of the power converter may be significantly higher than that of a power converter according to the conventional art, which generally operates at 91% or less efficiency. Since the PFC function of the medium voltage transformer enables the omission of the low voltage stage, a higher efficiency level of the power converter can be achieved. By providing the power converter with windings of 22.5 degrees apart in each of the winding sets, a high level of efficiency is achieved, and the power converter can transmit the high level of power to any or all of the chargers of the vehicle storage device. In some cases, each of the chargers of the power converters may provide 100 kilowatts (kW) of power to the corresponding vehicle storage devices. The power converter may include at least 30 chargers having transmission coils for wirelessly transmitting 100kW of power by individual transmission coils of the plurality of transmission coils and wirelessly transmitting 100kW of power to corresponding receiving coils of corresponding vehicles.

The techniques described herein may be implemented in various ways. Example embodiments are provided below with reference to the accompanying drawings. While suitable for use with a vehicle, such as an autonomous vehicle, the methods, apparatus, and systems described herein may be applied to a variety of systems and are not limited to autonomous vehicles. In another example, the techniques may be used in an aeronautical or maritime context, or in any system configured to wirelessly transmit power.

FIG. 1 is an example environment 100 in which a power converter converts power received from a power grid into power for charging one or more storage devices. The environment 100 may include a power charger 104 for providing power to one or more vehicle power systems via one or more vehicle chargers. In some examples, the power charger 104 may include a power converter component set 106 (also referred to herein as a "charging circuit") to provide power to a vehicle system 110 of the vehicle systems via a vehicle charger 108 of the vehicle chargers. The power charger 104 may include an Alternating Current (AC) switching device (also referred to herein as a "medium voltage switching device") (also referred to herein as an "AC protection circuit") 112 for receiving power from a power grid. The power converter assembly 106 may convert power received from the grid as well as power received by the power charger 104 via the AC switching device 112.

AC switching device 112 may receive an AC signal (also referred to herein as an "electrical signal" or "power") at a voltage level (e.g., a "medium voltage level") (e.g., 12.47 kilovolts (kV)) as power provided by the power grid. In some examples, AC switching device 112 may include one or more components (also referred to herein as "equipment") through which power is transmitted to power converter component group 106. Any of the components of the AC switching device 112 may be protective components such as fuses, circuit breakers, switches, and the like. The AC switching device 112 may be used to protect, control, and/or isolate any component of the power charger 104 (e.g., one or more components of the power converter component set 106). In some examples, AC switching device 112 may include one or more protection components (e.g., one or more fuses, one or more circuit breakers, and/or one or more switches, etc.) electrically connected between a wire (also referred to herein as a "conductor") connected to the power grid and a wire connected to primary winding 122 for connection to an individual wire of the plurality of wires between the power grid and primary winding 122.

While the voltage level (e.g., "medium voltage component") associated with the input power from the grid or with any of the one or more components of the power converter (e.g., "medium voltage component") may be 12.47kV, as discussed in the present disclosure, it is not so limited. Any voltage level (e.g., 1kV, 4.16kV, 12.47kV, 13.2kV, 35kV, etc.) may be used for the voltage (e.g., "medium voltage").

The power converter section set 106 may include a transformer 114, one or more rectifier sections, one or more AC switchgear sections, and one or more DC switchgear sections. For example, the power converter section set 106 may include a rectifier section 116, an AC switchgear section (also referred to herein as an "AC switchgear" or "AC protection circuit") 118, and a DC switchgear section (also referred to herein as a "DC switchgear" or "DC protection circuit") 122. The transformer 114 may include a primary winding 122 and one or more sets of secondary windings. For example, the transformer 114 may include a set of secondary windings (also referred to herein as a "secondary winding set") 124.

Power may be transmitted by the grid through AC switching device 112 and received by primary winding 122. The power grid may transfer power to the AC switching device 112 via one or more wires. AC switching device 112 may transmit power received from the power grid to transformer 114 via one or more wires. The transformer 114 may be used to convert the power transmitted by the primary winding 122 and transmit to individual secondary windings of a plurality of sets of secondary windings (e.g., the set of secondary windings 124). Characteristics of the transformer may include electrical isolation between the primary winding 122 and the secondary winding set. Electrical isolation may be implemented as a core between the primary winding 122 and individual ones of the secondary winding groups (e.g., secondary winding group 124).

In some examples, primary winding 122 may be a delta winding. However, the present disclosure is not limited thereto. The primary winding 122 may be any type of winding (e.g., delta winding or Y winding).

The phase difference between the currents output by individual ones of the secondary winding sets (e.g., secondary winding set 124) may be less than or equal to 22.5 degrees. In some examples, the phase difference between the currents output by a pair of windings in each of the secondary winding sets may be less than or equal to 22.5 degrees. For example, a phase shift between a first current output by a first winding of a pair of windings (e.g., secondary winding set 124 outputting AC power at a second voltage) and a second current output by a second winding of the secondary winding set 124 may be less than or equal to 27.5 degrees. In those examples, the phase shift may be less than or equal to 27.5 degrees. However, the present disclosure is not so limited, and the currents output by any corresponding winding pair in any of the secondary winding sets may have any phase difference (e.g., 1,5, 10, 15, 22.5, 25, 27, 27.4, 27.5, 27.6, 28, 29, 30, etc.).

In some examples, individual windings (e.g., secondary windings) in a corresponding one of the secondary winding groups (e.g., secondary winding group 124) may be delta windings. However, the present disclosure is not limited thereto. Any individual winding (e.g., secondary winding) in any of the secondary winding sets (e.g., secondary winding set 124) may be any type of winding (e.g., any secondary winding set may include a delta-delta winding pair, a delta-Y winding pair, a Y-delta winding pair, or a YY winding pair).

The transformer 114 may convert power (e.g., "medium voltage power") of a first power type (e.g., AC power at a first voltage level (e.g., 12.47 kilovolts (kV)) to power (e.g., "low voltage power") of a second power type (e.g., AC power at a second voltage level (e.g., 360 volts (V) ±10% V)). Individual ones of the secondary winding sets (e.g., secondary winding set 124) may output power of the second power type. In some examples, each of the secondary winding sets may output power of the second power type.

As discussed in this disclosure, while the voltage level (e.g., "low voltage") associated with any of one or more components of the power converter (e.g., "low voltage components") may be a tolerance level V of 360 volts (V) ±10%, it is not limited thereto. Any voltage level (e.g., a tolerance level V of 180v±10%, a tolerance level V of 720±10%, etc.) may be used for any of the components. As discussed in this disclosure, while a tolerance level of 10% of the voltage level (e.g., the level of "low voltage") may be utilized, it is not so limited. Any tolerance level (e.g., 1%, 5%, 15%, etc.) may be used for any of the voltage levels (e.g., "low voltage level").

In some examples, the number of secondary winding groups in the plurality of groups of secondary windings may be 30. However, the present disclosure is not so limited, and the multiple sets of secondary windings may include any number (e.g., 10, 20, 30, 40, etc.) of secondary winding sets.

The transformer 114 may provide power (e.g., "low voltage power") from the secondary winding set to the rectifier components. In some examples, the transformer 114 may provide power at a power level utilized by six sets of five vehicle chargers (e.g., 3.2 megavolts (MVa)). Via a corresponding AC switchgear component (e.g., AC switchgear 118), power provided by individual ones of the secondary winding sets (e.g., secondary winding set 124) may be transferred to a corresponding rectifier component (e.g., rectifier component (also referred to herein as "rectifier") 116). For example, the rectifier 116 may convert power of a second power type (e.g., AC power at a second voltage level (e.g., 360 volts (V) ±10% V)) to power of a third power type (e.g., 100kW DC power at a third voltage level (e.g., 240V-410V)). The rectifier 116 may receive power from individual secondary winding sets (e.g., secondary winding set 124) in the transformer 114, which is converted by the rectifier 116 and provided to corresponding ones of the vehicle chargers (e.g., vehicle charger 108). In some examples, individual ones of the rectifiers (e.g., rectifier 116) may be corresponding diode bridge rectifiers. However, the present disclosure is not so limited, and any of the one or more rectifiers may be any type of rectifier for converting AC power to DC power (e.g., 6-pulse diode bridge rectifier, 12-pulse diode bridge rectifier, 18-pulse diode bridge rectifier, etc.), such as a half-wave rectifier, a full-wave rectifier, an uncontrolled rectifier, a controlled rectifier, etc.

Individual ones of the rectifiers (e.g., rectifier 116) may receive power from corresponding secondary winding sets (e.g., secondary winding set 124) in transformer 114. The power received from the transformer 114 may be converted by individual ones of the rectifiers (e.g., rectifier 116). In some examples, the rectifier 116 may be directly coupled to the transformer 114 (e.g., without any components in series between the rectifier 116 and the transformer 114).

In some examples, individual ones of the AC switchgear components (e.g., AC switchgear 118) may be implemented in a similar manner as AC switchgear 112. In these examples, the individual AC switchgear components may include one or more protection components (e.g., one or more fuses, one or more circuit breakers, and/or one or more switches, etc.) electrically connected between conductors connected to corresponding secondary windings of corresponding secondary winding sets (e.g., corresponding windings of secondary winding sets 124) and conductors connected to corresponding rectifiers of corresponding rectifiers (e.g., rectifiers 116) for connection to individual conductors of one or more conductors of transformer 114 (e.g., conductors connected between transformer 114 and AC switchgear 118) and rectifiers (e.g., corresponding conductors connected between AC switchgear and rectifiers 116).

The power converter section set 106 may include one or more thermal systems, one or more thermal system power supplies, and one or more housekeeping power supplies. For example, the power converter component assembly 106 may include a thermal system 126, a first power source 128, and a second power source 130. In some examples, the first power source 128 may be used as a thermal system power source. In some examples, the second power supply 130 may be used as a housekeeping power supply.

In some examples, the thermal system 126 may include fans and/or other cooling equipment to maintain the temperature of the cabinet including the power converter component set 106 at or below a threshold temperature. In those examples or other examples, the thermal system 126 may include warming equipment (e.g., one or more heaters, one or more insulation) to maintain the temperature of the cabinet including the power converter component set 106 at or above a threshold temperature (e.g., the warming equipment may be used to prevent any components of the power converter component set 106 from freezing). The thermal system 126 may maintain the temperature of any one of the one or more components of the power converter component assembly 106.

In some examples, the first power supply 128 may be a secondary winding (e.g., a Y winding). In these examples, power may be transferred from primary winding 122 to first power source 128 and/or second power source 130 in a manner similar to the transfer of power from primary winding 122 to secondary winding set 124 discussed above. The first power type of power may be delivered by the primary coil and converted to a type of power (e.g., AC power at 480V) by the transformer 114 (e.g., primary winding 122 and first power supply 128). The first power type of power may be delivered by the primary coil and converted to a type of power (e.g., AC power at 120V) by the transformer 114 (e.g., primary winding 122 and second power supply 130).

While the first power source (e.g., first power source 128) may be a Y-winding as discussed above in this disclosure, it is not so limited. Any type of winding (e.g., delta winding, single winding, etc.) may be used for the first power source.

In some examples, the second power supply 130 may include a single winding. The second power source 130 may be used to provide power to one or more components (e.g., power sockets) of the power converter component group 106 or one or more other external components (e.g., power sockets). In some examples, the second power supply 130 may include one or more batteries, one or more capacitors, and/or one or more other energy storage components (e.g., one or more storage components for maintaining power when the main power (e.g., power from the power grid) is off).

Although the second power source (e.g., second power source 130) may be a single winding as discussed above in this disclosure, it is not limited thereto. Any type of winding (e.g., delta winding, Y winding, etc.) may be used for the first power source.

An individual rectifier (e.g., rectifier 116) may convert the power (e.g., DC power) and provide it to a corresponding vehicle charger (e.g., vehicle charger 108) via a corresponding DC switchgear component (e.g., DC switchgear 120). In some examples, each of the rectifiers may convert and provide power received from the transformer 114 to a corresponding vehicle charger via a corresponding DC switchgear component.

Individual ones of the vehicle chargers (e.g., vehicle charger 108) may include corresponding ones of the one or more inverters and corresponding ones of the one or more transmit coils. For example, the vehicle charger 108 may include an inverter (also referred to herein as a "power inverter") 132 and a transfer coil 134. The power transmitted by individual ones of the rectifier components (e.g., rectifier component 116) of the power converter component group 106 via the corresponding DC switchgear components (e.g., switchgear component 120) may be received by the corresponding inverter (e.g., inverter 132). Individual ones of the inverters (e.g., inverter 132) may receive power from the corresponding DC switching devices via a positive DC conductor (e.g., dc+ conductor), a negative DC conductor (e.g., DC-conductor), a protective ground (PE) conductor (e.g., ground conductor), and another DC conductor (e.g., a "12V" conductor). Individual ones of the inverters (e.g., inverter 132) may convert power of a third power type (e.g., 100kW DC power at a third voltage level (e.g., 240V-410V DC)) received from a corresponding DC switchgear component (e.g., DC switchgear component 120). An individual inverter (e.g., inverter 132) may convert the third power type of power to a fourth power type of power (e.g., 100kW AC power at a third voltage level (e.g., 240V-410V)). In some examples, each of the inverters may convert the third power type of power to fourth power type of power.

One or more wires (e.g., control wires) may be coupled between the power converter assembly 106 and the vehicle charger 108. In some examples, the control conductors may be coupled between individual ones of the DC switching device components (e.g., DC switching device 120) and corresponding inverters (e.g., inverter 132). For example, control conductors may be used to pass one or more control signals 136 between the DC switching device 120 and the inverter 132. Any one of one or more of the control signals 136 received by the inverter 132 may be utilized by the inverter 132 to control the power output to the transmission coil 134.

The inverter 132 may transmit one or more control signals (e.g., any of the one or more control signals of the control signals 136 output by the inverter 132) to the DC switching device 120, which may be utilized by the DC switching device 120 to control the power transmitted to the inverter 132. In some examples, the control signal 136 may be associated with housekeeping for use when one or more faults associated with the inverter 132 occur. The control signals 136 may include one or more control signals transmitted by the inverter 132 to the power converter assembly 106 (e.g., a cabinet including the power converter assembly 106) upon occurrence of a fault. The power converter component set 106 can control the closing of corresponding circuit breakers associated with one or more circuits in the failed inverter 132 (e.g., corresponding circuit breakers in the power converter component set 106).

In some examples, the control signals 136 communicated by the inverter 132 to the DC switching device 120 may include one or more control signals associated with one or more faults (e.g., one or more soft shorts) that may be included in the vehicle charger 108. Inverter 132 may measure one or more electrical characteristics of a circuit associated with power transmission of inverter 132 to sense soft shorts. The electrical characteristics may include one or more temperature measurements made by the corresponding temperature sensors, one or more measurements of current made by the one or more current sensors, and/or one or more voltage measurements made by the one or more corresponding voltage sensors. The power charger 104 may analyze the electrical characteristics to determine a pattern associated with any of the one or more electrical characteristics. The pattern may be used to determine soft faults.

The inverter 132 may control the power output based on any of one or more input control signals (e.g., any of the control signals 136 transmitted by the DC switching device 120 and/or any of the control signals input from the vehicle system 110). In some examples, parameters associated with the power output by the DC switching device 120 may be determined based on electrical characteristics measured with one or more sensors (e.g., one or more current sensors and/or one or more voltage sensors) of the DC switching device 120. The control signals 136 may include one or more control signals transmitted by the DC switching device 120 and including parameters.

In some examples, individual ones of the DC switchgear components (e.g., DC switchgear 120) may be implemented in a similar manner as AC switchgear 112. In these examples, the individual DC switchgear components may include one or more protection components (e.g., one or more fuses, one or more circuit breakers, and/or one or more switches, etc.) electrically connected between conductors connected to the corresponding rectifier components (e.g., rectifier 116) and conductors connected to the corresponding vehicle chargers (e.g., vehicle charger 108) for connection to individual conductors of the corresponding rectifiers (e.g., conductors connected between rectifier 116 and DC switchgear 120) and the one or more conductors of the vehicle chargers (e.g., corresponding conductors connected between DC switchgear 120 and inverter 132).

In some examples, the number of AC switchgear components and/or the number of DC switchgear components may be the same as the number of secondary winding sets. However, the present disclosure is not so limited, and the AC switchgear components may include any number (e.g., 10, 20, 30, 40, etc.) of AC switchgear components. The DC switchgear components may include any number (e.g., 10, 20, 30, 40, etc.) of DC switchgear components. In some examples, any number of AC switchgear components may be integrated together and/or combined into a corresponding integrated AC switchgear component. Any of the techniques discussed throughout this disclosure may be performed with an integrated AC switching component in a similar manner as AC switching device component 118. Any number of the DC switchgear components may be integrated together and/or combined into a corresponding integrated DC switchgear component. Any of the techniques discussed throughout this disclosure may be performed with an integrated DC switching component in a similar manner as DC switching device component 120.

In some examples, active power filter 138 may be coupled in parallel to transformer 114. The active power filter 138 may be controlled based on power wirelessly transmitted to the receive coil 140. By controlling the active power filter 138, the power output from the transmission coil 134 can be controlled. The active power filter 138 may control the power output by the transfer coil 134 by controlling the power output by the transformer 114.

In some examples, the active power filter 138 may be controlled to control power at a first control level based on a number of vehicle chargers (e.g., a number of vehicle chargers including the vehicle charger 108). The active power filter 138 may be controlled to control the power output by the transformer 114 at a first control level based on a first number of vehicle chargers (e.g., a first number of vehicle chargers including the vehicle charger 108). The active power filter 138 may be controlled to control the power output by the transformer 114 at a second control level based on a second number of vehicle chargers (e.g., a second number of vehicle chargers including the vehicle charger 108). The first control level may be greater than or equal to the second control level based on the second number of vehicle chargers being greater than or equal to the first number of vehicle chargers. By controlling the power output by the transformer 114 at a first control level via the active power filter 138, individual phase shifts between the respective currents output by the respective ones of the respective secondary winding sets may be controlled (e.g., the phase shifts may be controlled to 22.5 degrees, 27.5 degrees, etc.).

For example, the active power filter 138 may be controlled to control the phase shift between the currents output by corresponding ones of the secondary winding sets 124 (e.g., the phase shift may be controlled to any level by the active power filter 138, although the power is output to any number of vehicle chargers). The phase shift of the current of the secondary winding pair may be controlled to be consistent as the number of vehicle chargers changes in real time. The active power filter 138 may be controlled (e.g., dynamically controlled) to adjust a power level (e.g., substantially constant) of a corresponding current output by a corresponding secondary winding of any number of secondary winding pairs at a time (e.g., a first time) when one or more winding pairs that did not previously receive power begin to receive power or at a time (e.g., a second time) when one or more secondary winding pairs that did previously receive power cease to receive power.

Individual ones of the inverters (e.g., inverter 132) may transmit power (e.g., power of a fourth power type) to corresponding transfer coils (e.g., transfer coils 134). Individual ones of the transmission coils (e.g., transmission coil 134) may wirelessly transmit power received from a corresponding inverter (e.g., inverter 132) to a corresponding vehicle system (e.g., vehicle system 110).

Individual ones of the vehicle systems (e.g., vehicle system 110) may include one or more corresponding receive coils, one or more corresponding rectifiers (e.g., "High Frequency (HF) rectifiers"), one or more corresponding storage devices (e.g., "HF battery packs"), and one or more corresponding propulsion systems. In some examples, the frequency level (e.g., a first level) (e.g., high frequency) may be 20 hertz (Hz) to 200kHz, which may be higher than another frequency level (e.g., a second level) associated with one or more other components (e.g., transformer 114). For example, the vehicle system 110 may include a receive coil 140, a rectifier (e.g., "HF rectifier") 142, one or more storage devices (e.g., battery packs) (e.g., "HF battery packs") 144, and a propulsion system 146.

Although the first frequency level (e.g., a "high frequency level") in the power charger 104 may be 20Hz to 200kHz as discussed above in this disclosure, it is not limited thereto. Any frequency level (e.g., 20Hz, 100Hz, 1kHz, 10kHz, 100kHz, 200kHz, etc.) may be used as the first frequency level.

Individual ones of the receive coils (e.g., receive coil 140) may receive wireless power transmitted by a corresponding transmit coil (e.g., transmit coil 134). In some examples, the power received by each of the receive coils may receive power of a fourth power type (e.g., 100kW AC power at a third voltage level (e.g., 240V-410V)). In these examples, all secondary winding sets (e.g., 30 secondary winding sets) of transformer 114 may provide power of a fourth power type (e.g., 100kW ac power at a third voltage level (e.g., 240V-410V)) connected to all receiving coils (e.g., 30 receiving coils), respectively. The transformer 114 may operate at least at 95% efficiency and at a total harmonic distortion at the 5% level to provide power of the fourth power type to all receiving coils separately. In some cases, the number of receive coils may be the same as the number of secondary winding sets. However, the present disclosure is not so limited, and the receive coils may include any number (e.g., 10, 20, 30, 40, etc.) of receive coils.

Individual ones of the receive coils (e.g., receive coil 140) may transmit received power (e.g., power of a fourth power type received from a corresponding inverter) to a corresponding rectifier (e.g., rectifier 142). In some examples, power may be transferred from individual ones of the receive coils to corresponding rectifiers via one or more corresponding wires and one or more corresponding capacitors. For example, power may be transferred from the receive coil 140 to the rectifier 142 via one or more wires and one or more capacitors.

Individual ones of the rectifiers (e.g., rectifier 142) may convert received power (e.g., power of a fourth power type received from a corresponding receiving coil) to power of a fifth power type (e.g., 100kW DC power at a fifth voltage level (e.g., 240V-410V DC)). In some examples, the power of the fifth power type may be substantially similar to the power of the third power type (e.g., 100kW DC power at a third voltage level (e.g., 240V-410V DC)). In those examples, the difference between the power level of the fifth power type and the power level of the third power type may be less than the threshold difference. Individual ones of the rectifiers (e.g., rectifier 142) may transmit the converted power (e.g., the fifth power type of power) to corresponding storage devices (e.g., one or more of storage devices 144) and/or corresponding propulsion systems (e.g., propulsion system 146).

In some examples, individual ones of the vehicle systems (e.g., vehicle system 110) may be associated with (e.g., included in) a corresponding vehicle, as discussed below with reference to fig. 5. In some examples, an individual one of the propulsion systems (e.g., propulsion system 146) may include two electric propulsion units, a motor/inverter, and so on.

In some examples, the number of vehicle chargers may be the same as the number of secondary winding sets. However, the present disclosure is not so limited, and the vehicle chargers may include any number (e.g., 10, 20, 30, 40, etc.) of vehicle chargers.

As discussed above in this disclosure, although only one transformer is included in the power converter component group 106, it is not limited thereto. Any number of transformers may be included in the power converter block 106 and implemented in a similar manner as the transformers 114.

As discussed above in the present disclosure, although only one thermal system, one thermal system power, and one household power source are included in the power converter component group 106, it is not limited thereto. Any number of thermal systems, thermal system power supplies, and household power supplies may be included in the power converter assembly 106 and implemented in a similar manner as the thermal system 126, the first power supply 128, and the second power supply 130, respectively.

Although various terms associated with power management, such as "providing," "transferring," or "transferring" power, are used by the present disclosure, they are not limited thereto. Accordingly, such terms are provided for clarity and ease of explanation and may be construed as interchangeable. Although various terms associated with portions of the power charger and/or the vehicle system, such as components including "switchgear," "transformer," "rectifier," "inverter," etc., are used by the present disclosure, they are not limited thereto. Accordingly, such terms are provided for clarity and ease of explanation, and the power charger and/or vehicle system, and any portion of the power charger and/or vehicle system, may be construed as circuitry (e.g., electrical circuitry) configured to perform any function of the corresponding charger, system, and component.

Fig. 2 is a circuit diagram of an example power charger 200. The power charger 200 may be used to implement the power charger 104 as discussed above with reference to fig. 1. In some examples, the power charger 200 may include components in the power charger 104, as discussed above with reference to fig. 1, such as the AC switching device 112, the transformer 114, the primary winding 122, and the secondary winding set 124. In these examples, the power charger 200 may include a power distribution and switching device 204, and one or more charging power cabinets 206 (1) -206 (5) (collectively referred to herein as charging power cabinets 206). Although five charging power cabinets 206 are shown, the present disclosure is not so limited and may include any number of charging power cabinets.

In some examples, the power distribution and switching device (e.g., "Low Voltage (LV) power distribution and switching device") 204 may be implemented to include a combination of AC switching device 118 and DC switching device 120. The power distribution and switching device 204 may include one or more protection components 208, which are represented as switches for simplicity. However, the present disclosure is not so limited, and any of the one or more components 208 may be fuses, circuit breakers, switches, and the like. Any of the protection components 208 may be used to implement any of the protection components of the AC switching device 118 and/or the DC switching device 120.

The transformer 114 may include one or more groups 210 (1) -210 (4) (collectively referred to herein as groups 210 of secondary winding groups). The individual groups of the groups may include one or more secondary winding groups. In some examples, the number of secondary winding groups in an individual one of the groups 210 of secondary winding groups (e.g., group 210 (1) of secondary winding groups) may be associated with and the same as the number of one or more power outputs of a corresponding charging cabinet (e.g., charging power cabinet 206 (1)). For example, group 210 (1) of secondary winding groups may include 6 secondary winding groups; the charging power cabinet 206 (1) may include corresponding 6 power outputs DC1-DC6. An individual one of the charging power cabinets 206 (e.g., charging power cabinet 206 (1)) may output 600kW of power as a combination of 6 100kW power outputs.

In some examples, individual ones of the power outputs (e.g., power outputs DC1-DC 6) of the individual ones of the charging power cabinets 206 (e.g., charging power cabinet 206 (1)) may be connected to corresponding ones of the plurality of vehicle chargers (e.g., vehicle charger 108). For example, the power output DC1 of the charging power cabinet 206 (1) may be included in the vehicle charger 108 (e.g., the power output DC1 may be connected to the inverter 132 in the vehicle charger 108).

Although a single wire and a single switch are shown connected between a set of secondary winding sets (e.g., set 210 (a) of secondary winding sets) and a charging power cabinet (e.g., charging power cabinet 206 (1)), the disclosure is not so limited. Any number of wires and any number of switches may be connected between an individual one of the groups 210 of secondary winding groups and a corresponding charging power cabinet (e.g., charging power cabinet 206 (1)).

In some examples, transformer 114 may include an active power filter (e.g., active power filter 138, discussed above with reference to fig. 1) coupled in parallel with group 210 of secondary winding groups. Active power filter 138 may be coupled to a Y-winding (e.g., a Y-secondary winding) of transformer 114 via one or more of protection components 208. Active power filter 138 may receive power transmitted by primary winding 122 and by a Y winding (e.g., a Y winding coupled to active power filter 138). While active power filter 138 may be coupled to the Y winding as discussed above in this disclosure, it is not so limited. Any type of winding (e.g., delta winding, single winding, etc.) may be used as the winding for which active power filter 138 receives power.

Fig. 3 is a circuit diagram of an example portion 300 of a power charger. The example portion 300 of the power charger may be used to implement a portion of the power charger 104, as discussed above with reference to fig. 1. In some examples, the example portion 300 of the power charger may include components in the power charger 104 (e.g., the power converter component group 106 in the power charger 104), as discussed above with reference to fig. 1, such as the transformer 114, the rectifier 116, the primary winding 122, and the secondary winding group 124. In those examples, the example portion 300 of the power charger may include components in the power charger 104, such as the power distribution and switching device 204, as discussed above with reference to fig. 1. Although a single primary winding and a single secondary winding set are shown, the present disclosure is not so limited and may include any number of primary windings and any number of secondary winding sets, wherein individual ones of the primary windings are implemented in a similar manner as primary winding 122 and individual ones of the secondary winding sets are implemented in a similar manner as secondary winding set 124.

In some examples, the rectifier 116 may include a rectifier circuit (e.g., a first rectifier circuit) 304 connected to a winding (e.g., a first winding) 306 in the secondary winding set 124, and a rectifier circuit (e.g., a second rectifier circuit) 308 connected to a winding (e.g., a second winding) 310 in the secondary winding set 124. In those examples, a set of outputs 302 may be connected in parallel to rectifier circuit 304 and rectifier circuit 308. Any one or more of the protective components of AC switching device 118 may be connected between rectifier circuit 304 and winding 306 (e.g., connected in series with rectifier circuit 304 and winding 306 via any corresponding wires between rectifier circuit 304 and winding 306), and/or between rectifier circuit 308 and winding 310 (e.g., connected in series with rectifier circuit 308 and winding 310 via any corresponding wires between rectifier circuit 308 and winding 310). Any of the one or more protection components of the DC switching device 120 may be connected between the rectifier circuit 304 and the output 302 (e.g., connected in series with the rectifier circuit 304 and the output 302 via any corresponding wires between the rectifier circuit 304 and the output 302), and/or connected between the rectifier circuit 308 and the output 302 (e.g., connected in series with the rectifier circuit 308 and the output 302 via any corresponding wires between the rectifier circuit 308 and the output 302).

Rectifier 304 and rectifier 308 may receive power from windings 306 and 310, respectively, via corresponding inductors. Rectifier 304 and rectifier 308 may convert power of a second power type (e.g., AC power at a second voltage level (e.g., 360 volts (V) ±10% V)). The rectifier 304 and the rectifier 308 may output a DC signal of a third power type (also referred to herein as "DC power") (e.g., 100kW DC power at a third voltage level (e.g., 240V-410V)) to the set of outputs 302.

Fig. 4 is a circuit diagram of an example power charger controller 400. The power charger controller 400 may be used to control and/or be integrated with one or more of the following: any portion of the power charger 104 (e.g., an individual power converter component set of the power converter component set (e.g., the power converter component set 106), an individual vehicle charger of the vehicle chargers (e.g., the vehicle charger 108)), any portion of the power converter component set 106 (e.g., the transformer 114), any portion of the vehicle charger 108 (e.g., the inverter 132), and so forth. For example, the power charger controller 400 may be used to control the inverter 132 and/or be integrated with the inverter 132 that transmits power from the power converter assembly 106 to the transfer coil 134 of the vehicle charger 108, as discussed above with reference to fig. 1. In some examples, an individual vehicle charger of any number of vehicle chargers that receive power from the power converter component set 106 may include an inverter controlled by or integrated with the power charger controller in a manner similar to the inverter 132 controlled by or integrated with the power charger controller 400.

The example power charger controller (also referred to herein as a "control circuit") 400 may be used to control the inverter 132 based on one or more power parameters, such as one or more parameters associated with a charge level (also referred to herein as a "charge level" or "charge amount") associated with a power level (also referred to herein as a "power level") of a storage device (e.g., storage device 144) of a vehicle (e.g., a vehicle including the vehicle system 110 as discussed above with reference to fig. 1). In some examples, parameters for controlling inverter 132 based on information associated with the parameters (e.g., information received from vehicle system 110) may include any type of parameters (e.g., charge target voltage parameters, charge target current parameters, charge target power parameters, etc.). The example power charger controller 400 may include a control input (e.g., a first control input) 402, a control input (e.g., a second control input) 404, a control input (e.g., a third control input) 406, and a control input (e.g., a fourth control input) 408. The inverter 132 may include a plurality of transistors including a switch (e.g., a transistor) (e.g., a first transistor) 410, a switch (e.g., a transistor) (e.g., a second transistor) 412, a switch (e.g., a transistor) (e.g., a third transistor) 414, and a switch (e.g., a transistor) (e.g., a fourth transistor) 416.

The example power charger controller 400 may receive a request (also referred to as a "message") (e.g., a first current request) from the vehicle system 110 based on the power level of the storage device 144 being less than the power threshold and further based on the receiving coil 140 of the vehicle system 110 being positioned to participate in wireless power transfer with the transmitting coil 134. The example power charger controller 400 may control a plurality of transistors in the example power charger controller 400 associated with the bipolar mode based on the first current request. For example, the example power charger controller 400 may control the inverter 132 to output the first square wave signal 418 and the first operating signal based on an individual first state of a corresponding transistor of the plurality of transistors. In some examples, the first square wave signal 418 may oscillate between-500V and +500V. The example power charger controller 400 may receive a second current request from the vehicle system 110. A second current request may be received from the vehicle system 110 based on the vehicle system 110 determining that the individual level of one or more corresponding power parameters (e.g., one or more power levels, etc.) of the storage device 144 indicates that the power level stored in the storage device 144 (e.g., one or more vehicle batteries, a vehicle battery pack, etc.) meets or exceeds a power threshold.

The example power charger controller 400 may control a plurality of transistors in the example power charger controller 400 associated with the unipolar mode based on the second current request. For example, the example power charger controller 400 may control the inverter 132 to output the second square wave signal 420 and the second operating signal based on the individual second states of corresponding ones of the plurality of transistors. In some examples, the second square wave signal 420 may oscillate between 0V and +500V.

While the first message may be used to control an inverter in bipolar mode (e.g., inverter 132) and the second message may be used to control an inverter in monopolar mode, as discussed above in this disclosure, it is not limited thereto. Any number of messages may be utilized to control the inverter in bipolar mode, any number of messages may be utilized to control the inverter in unipolar mode, and any number of messages may be utilized to control the duty cycle of the inverter in bipolar mode or unipolar mode. Although the inverter may be controlled in a bipolar mode and then in a monopolar mode, as discussed above in the present disclosure, it is not limited thereto. The inverters may be controlled in any order in any combination of one or more modes (e.g., one or more bipolar modes and/or one or more monopolar modes) to charge a vehicle storage device (e.g., storage device 144). Individual ones of the inverters may be controlled to charge corresponding vehicle storage devices independently of or together in the same manner as one or more of the remaining storage devices.

Although the inverters (e.g., inverter 132) are controlled in bipolar and monopolar modes, respectively, as discussed above in this disclosure, they are not limited thereto. Individual ones of the inverters may be controlled independently of, or in the same manner as, any of the one or more remaining inverters.

While one or more square wave signals (e.g., first square wave signal 418 and/or second square wave signal 420) may be provided by an inverter (e.g., inverter 132), as discussed above in the disclosure, it is not so limited. In some examples, the first square wave signal 418 output by the inverter 132 in bipolar mode may be used to output power from the power charger 104 (also referred to herein as a "power converter") at a first power level. In these examples, the second square wave signal 420 output by the inverter 132 in the unipolar mode may be used to output power from the power charger 104 at a second power level. In those examples, the first power level may be higher than the second power level. The inverter may provide any of a variety of types of one or more waves, including sine waves, triangular waves, square approximations of sine waves, and the like. Individual ones of the waves may be provided based on messages received by a power charger controller (e.g., power charger controller 400) and from a vehicle system (e.g., vehicle system 110).

While a component (e.g., the example power charger controller 400) may receive one or more requests, the component that receives any request is described in this disclosure as the example power charger controller 400 for simplicity and clarity of explanation and is not limited thereto. Any of the techniques discussed throughout this disclosure may be implemented in a similar manner for any request described and/or explained as being received by a power charger (e.g., power charger 104) and/or any component of power charger 104 (e.g., example power charger controller 400, vehicle charger 108, and/or an adapter (e.g., adapter 508 as discussed below with reference to fig. 5B)). Any of the components (e.g., the example power charger controller 400, the vehicle charger 108, and/or the adapter 508) may be implemented separately from any of the one or more other components, or in combination therewith.

While one or more messages (e.g., first message and/or second message) may be used to control an inverter (e.g., inverter 132) in a power conversion mode (e.g., bipolar mode and/or monopolar mode, respectively), as discussed above in this disclosure, it is not so limited. Any of the one or more messages received by the power charger controller (e.g., the power charger controller 400) may include a request for power, a request for indicating a current level (e.g., a current level utilized by the power charger controller 400 to control one or more characteristics of the inverter (e.g., a power transfer mode characteristic (e.g., a characteristic of the power transfer mode being a bipolar mode or a unipolar mode), a duty cycle characteristic (e.g., a characteristic of the duty cycle), etc., such that power at the current level is received to the storage device 144), a message indicating a current level at which the storage device 144 is currently receiving power, a message indicating a temperature of the storage device 144 (e.g., a current storage device 144 temperature), a request for indicating a duty cycle at which the inverter provides power, a message indicating a number of miles driven by the vehicle, a message indicating an amount of time that the vehicle may maintain charging before having to return to service (also referred to herein as "operating"), a message indicating a number of charge cycles and/or a number of discharge cycles experienced by the storage device 144, etc. The messages may include one or more messages requesting information associated with the storage device 144, such as state of charge (SoC), model number, voltage level, status (lifetime, usage history, etc.). In some examples, any of the messages may include any of one or more parameters for controlling inverter 132, as described above.

In some examples, the example power charger controller 400 may be used to control the inverter 132 based on the power level of the vehicle's storage device 144. The example power charger controller 400 may be used to control the inverter 132 as a full-bridge inverter (e.g., a full H-bridge inverter) for the bipolar mode based on a request (e.g., a first request) associated with a power level of the storage device 144 being less than a power threshold (e.g., a first power threshold). The example power charger controller 400 may be configured to control the inverter 132 as a half-bridge inverter for the unipolar mode based on a request (e.g., a second request) associated with a power level of the storage device 144 meeting or exceeding a power threshold (e.g., a second power threshold).

In some examples, the first power threshold may be implemented as the same single power threshold as the second power threshold. In those examples, the duty cycle (e.g., the first duty cycle) associated with the power output by the inverter 132 in the bipolar mode may be higher than another duty cycle (e.g., the second duty cycle), and the first duty cycle may gradually decrease over time to the second duty cycle based on the charging profile. In some examples, the first duty cycle may be a 100% duty cycle (representing the relative time between on/off). However, the present disclosure is not so limited, and the first duty cycle may be a duty cycle associated with any amount of time "on" versus time "off (e.g., 70%, 80%, 90%, etc.). The first duty cycle gradually decreases over time to a second duty cycle based on a request associated with a power level of the storage device 144 that is less than a single power threshold based on a charging profile. In some examples, the fourth duty cycle may be a 0% duty cycle (e.g., no power transfer). However, the present disclosure is not limited thereto, and the first duty cycle may be a duty cycle associated with any amount (e.g., 10%, 20%, 30%, etc.).

The inverter 132 may switch from the bipolar mode to the unipolar mode when the first duty cycle gradually decreases to a fourth duty cycle based on the charging profile and further based on a request associated with a power level of the storage device 144 meeting or exceeding a single power threshold. In these examples, the third duty cycle associated with the power output by the inverter 132 in the unipolar mode may be higher than the fourth duty cycle, and the third duty cycle may gradually decrease to the fourth duty cycle over time based on the charging curve. In some examples, the third duty cycle may be a duty cycle associated with 100% power transfer. However, the present disclosure is not so limited, and the third duty cycle may be a duty cycle associated with any amount (e.g., 70%, 80%, 90%, etc.) of power transmission. Based on a request (e.g., a third request) associated with a power level of the storage device 144 meeting or exceeding a single power threshold, the third duty cycle gradually decreases over time to a fourth duty cycle based on the charging profile. In some examples, the fourth duty cycle may be a duty cycle of 0% power transfer. However, the present disclosure is not so limited, and the fourth duty cycle may be a duty cycle associated with any amount (e.g., 10%, 20%, 30%, etc.) of power transmission.

According to any of the techniques discussed herein, the example power charger controller 400 may control the inverter 132 in a bipolar mode by controlling a plurality of transistors. The example power charger controller 400 that controls the inverter 132 to output the first square wave signal 418 may include, for a positive portion of the AC output voltage (e.g., a bipolar AC voltage output from the inverter 132) and at a first time, a control input 402 to output a signal (e.g., a signal having a high logic value, such as a +5v value (also referred to herein as "horizontal")) to turn on the transistor 410, a control input 404 to output a signal (e.g., a signal having a high logic value, such as a +5v value) to turn on the transistor 412, a control input 406 to output a signal (e.g., a signal having a first logic value (e.g., "low logic value") (e., -5V value)) to turn off the transistor 414, and a control input 408 to output a signal (e.g., a signal having a first logic value (e.g., "low logic value" (e.g., -5V value)) to turn off the transistor 416). An example power charger controller 400 that controls the inverter 132 to output the first square wave signal 418 may include, for a negative portion of the AC output voltage (e.g., a bipolar AC voltage output from the inverter 132) and at a second time, controlling the control input 406 to output a signal (e.g., having a second logic value (e.g., "high logic value") (e.g., a value of +5v)) to turn on the transistor 414, controlling the control input 408 to output a signal (e.g., having a high logic value such as +5v) to turn on the transistor 416; control input 402 outputs a signal (e.g., a signal having a first logic value (e.g., a "low logic value") (e.g., -5V value) to turn off transistor 410) and control input 404 outputs a signal (e.g., a signal having a first logic value (e.g., a "low logic value") (e.g., -5V value) to turn off transistor 412. Control of the plurality of transistors at the first time and the second time may continue to iterate to output first square wave signal 418.

Controlling the plurality of transistors to output the first square wave signal 418 may include determining times (e.g., a first time and a second time) at which to control the duty cycle. The positive portion of the AC output voltage (e.g., the bipolar AC voltage output from the inverter 132), which is a percentage of the period of the AC output voltage, may be controlled based on time (e.g., the first time and the second time). The percentage amount may be a duty cycle (e.g., a first duty cycle or a second duty cycle). Based on the duty cycle (e.g., first duty cycle) associated with the power output of the inverter 132 in bipolar mode being higher than another duty cycle (e.g., second duty cycle), the percentage amount of the duty cycle (e.g., first duty cycle) associated with the power output of the inverter 132 in bipolar mode may be higher than the percentage amount of the other duty cycle (e.g., second duty cycle). The amount of time between the first time and the second time of the first duty cycle may be higher than the amount of time between the first time and the second time of the second duty cycle.

In accordance with any of the techniques discussed herein, the example power charger controller 400 may control the inverter 132 in a unipolar mode by controlling a plurality of transistors. The example power charger controller 400 that controls the inverter 132 to output the second square wave signal 420 may include, for a positive portion of the AC output voltage (e.g., a unipolar AC voltage output from the inverter 132) and at a third time, a control input 402 to output a signal (e.g., a signal having a high logic value, e.g., +5v value) to turn on the transistor 410, a control input 404 to output a signal (e.g., a signal having a high logic value, e.g., +5v value) to turn on the transistor 412, a control input 408 to output a signal (e.g., a signal having a high logic value, e.g., +5v value) to turn on the transistor 416, and a control input 406 to output a signal (e.g., a signal having a first logic value (e.g., "low logic value") (e.g., -5v value) to turn off the transistor 414. The example power charger controller 400 that controls the inverter 132 to output the second square wave signal 420 may include a zero portion for a unipolar AC output voltage (e.g., the AC voltage output from the inverter 132) and at a fourth time, a control input 404 to output a signal (e.g., a signal having a second logic value (e.g., a "high logic value") (e.g., a +5v value) to turn on the transistor 412, a control input 408 to output a signal (e.g., a signal having a second logic value (e.g., a "high logic value") (e.g., a +5v value) to turn on the transistor 416, a control input 402 to output a signal (e.g., a signal having a first logic value (e.g., a "low logic value") (e.g., a-5V value) to turn off the transistor 410), and a control input 406 to output a signal (e.g., a signal having a first logic value (e.g., a "low logic value") (e.g., a-5V value) to turn off the transistor 414. Control of the plurality of transistors at a third time and a fourth time may continue iterating to output the second square wave signal 420.

Controlling the plurality of transistors to output the second square wave signal 420 may include determining times (e.g., third time and fourth time) to control the duty cycle in a similar manner as for the first square wave signal 418. Based on the duty cycle associated with the power output of the inverter 132 in the bipolar mode, the percentage amount of the duty cycle associated with the power output of the inverter 132 in the monopolar mode may be higher than the percentage amount of the other duty cycle. In some examples, individual transistors of the plurality of transistors may be corresponding nmos transistors (e.g., n-type Metal Oxide Semiconductor Field Effect Transistors (MOSFETs)).

Fig. 5A is an example environment 500 that includes an example vehicle 502, the example vehicle 502 having a rechargeable battery and a wireless charging adapter coupled to a Direct Current (DC) quick charger. The example vehicle 502 may maneuver into position during an example charging event. The example vehicle 502 may be any configuration of vehicle, such as a truck, sport utility vehicle, cross-car, truck, bus, farm vehicle, and construction vehicle. Vehicle 502 may be powered by one or more motors, one or more internal combustion engines, any combination thereof (e.g., via a hybrid powertrain), and/or any other suitable source of electrical power. For illustration purposes, the example vehicle 502 is an at least partially powered vehicle having two electric propulsion units configured to provide steering capabilities for the vehicle 502, each electric propulsion unit including a motor/inverter electrically coupled to one or more storage devices configured to be charged, as described herein. For example, vehicle 502 may be a two-way vehicle with a first drive module at a front end and a second drive module at a rear end. As used herein, a two-way vehicle is a vehicle configured to switch between traveling in a first direction of the vehicle and traveling in a second direction of the vehicle, the second direction being opposite the first direction. In other words, there is no fixed "front" or "rear" of the vehicle 102. In other examples, the techniques described herein may be applied to other vehicles other than bi-directional vehicles.

Vehicle 502 may also include sensors 534a-534c, which may include sensing sensors, including sensors that capture data of the environment surrounding vehicle 502 (e.g., lidar, cameras, time of flight, sonar, radar, etc.). Additionally, vehicle 502 may also include one or more communication units 536 that enable vehicle 502 to communicate with one or more other local or remote computing devices via one or more protocols. For example, vehicle 502 may exchange communications with other devices in environment 500 (e.g., DC express charger 504 or adapter 508) and/or with remote devices (e.g., remote operated computing devices). Communications may be exchanged via physical and/or logical interfaces. For example, the communication unit 536 may implement Wi-Fi based communications, such as via frequencies defined by the IEEE 802.11 standard, short range wireless frequencies (e.g., bluetooth, zigbee, etc.), cellular communications (e.g., 2G, 3G, 4G LTE, 5G, etc.), satellite communications, dedicated Short Range Communications (DSRC), or any suitable wired or wireless communication protocol that enables the respective computing device to connect with other computing devices.

The environment 500 may also include a contact-based Direct Current (DC) quick charger 504 (e.g., a charging station), including a DC quick charger plug 506. The DC quick charger plug 506 may include one of a variety of connector types, including SAE J1772, IEC 61851-3, chAdeMO, china GB/T, and the like. According to examples of the present disclosure, wireless charging adapter 508 may be coupled to a DC quick charger (e.g., via contact-based coupling mated with plug 506) to facilitate wireless charging. The adapter 508 may plug into a DC flash charger and maintain a connection between charging sessions. In other examples, adapter 508 may be plugged in and out between charging sessions. For example, in some examples, adapter 508 may be unplugged between charging sessions and transported with vehicle 502. At a high level, the adapter 508 includes an electrical connector 510 that mates with the plug 506; current regulator 512 includes hardware and software for managing and facilitating operation of adapter 508; a communication unit 513; and a first induction coil 514.

While a wireless charging adapter (e.g., wireless charging adapter 508) may be coupled to a DC quick charger (e.g., DC quick charger 504) via a plug (e.g., plug 506), as discussed above in this disclosure, it is not so limited. In some examples, the wireless charging adapter may be integrated with a DC quick charger. In these examples, the plug may be omitted. In some examples, the DC express charger 504 may be used to implement a portion of the power converter assembly 106, as discussed above with reference to fig. 1. However, the present disclosure is not limited thereto; also, any number of components from any number of power converter component sets (e.g., similar to the component sets of power converter component sets 106) may be used to provide power to any number of adapters (e.g., similar to the adapters 508).

In some examples, the first induction coil may be used to implement an individual one of the transmission coils, as discussed above with reference to fig. 1. In examples of the present disclosure, example vehicle 502 may be configured to use adapter 508 to provide power to one or more storage devices coupled to vehicle 502 (e.g., to charge one or more batteries in the vehicle). For example, the vehicle 502 may include a second induction coil 516 (e.g., mounted under the vehicle) for wirelessly receiving charge from the first induction coil 514, a converter 518 (e.g., a power charger) for converting AC from the first induction coil 514 to DC, and a power storage unit 520 for storing DC from the converter 518. In some examples, transmitting power further includes transmitting power via an AC signal through a first induction coil 514 having a height gap with a second induction coil, the height gap being between 100mm and 200 mm. However, the present disclosure is not so limited, and any height gap (e.g., 50mm, 150mm, 250mm, etc.) between the first induction coil 514 and the second induction coil 516 sufficient to transmit power may be utilized.

In some examples, second inductive coil 516 and power storage unit 520 may be used to implement an individual coil (e.g., receive coil 140) and an individual device (e.g., a storage device in storage device 144) of the receive coils, respectively, as discussed above with reference to fig. 1. The converter 518 may include various components such as an inverter, a rectifier, and/or a bi-directional AC-to-DC converter. In some examples, the second induction coil 516, the converter 518, and the power storage unit 520 may be part of a central body of the vehicle 502. In other cases, the second inductive coil 516, the converter 518, and the power storage unit 520 may be part of one or more detachable drive assemblies. In an alternative example, each drive assembly may have a power storage unit, while the second induction coil 516 and the converter 518 are attached to the vehicle body and connectable to a power storage unit 520. In other examples, the second inductive coil 516, the converter 518, and the power storage unit 520 may include modules that are capable of being connected to and disconnected from other vehicle components (e.g., drive assemblies), such as for retrofitting and/or modularity.

Fig. 5B is a schematic block diagram of an example wireless charging adapter. The schematic block diagram shows the adapter 508 coupled to the DC quick charger plug 506 (via connector 510) and depicts additional components of the adapter 508. According to examples of the present disclosure, adapter 508 includes a current regulator 512 having various hardware and software for controlling and performing the operation of adapter 508. In some examples, the adapter 508 may include a disconnect device (not shown in fig. 5B), such as a contactor, that may establish and interrupt power from the DC express charger 504 to the adapter 508 as needed.

In additional examples, the current regulator 512 may include a converter 522 (e.g., a full-bridge DC to AC high frequency inverter, a bi-directional converter, a power charger, etc.) for changing the DC provided by the DC express charger 504 to AC for provision to the first induction coil 514. In some examples, converter 522 may be used to implement an individual one of the inverters (e.g., inverter 132), as discussed above with reference to fig. 1. In addition, the current regulator 512 may include a gate driver 524 and a controller 526, such as a microcontroller and/or control board, for controlling the switches in the converter 522. In addition, the controller 526 may control the operation of the current regulator 512 (e.g., gate driver operation, switch position, disconnect device, etc.) and communicate with one or more other components to facilitate wireless charging.

Further, the controller 526 may include one or more processors and one or more computer-readable storage media storing instructions that, when executed, cause the controller 526 to perform operations. By way of example, and not limitation, a processor may include one or more Central Processing Units (CPUs), graphics Processing Units (GPUs), field Programmable Gate Arrays (FPGAs), complex Programmable Logic Devices (CPLDs), integrated circuits, and the like, or any other device or portion of a device that processes electronic data to convert the electronic data into other electronic data that may be stored in registers and/or memory. Additionally, computer-readable storage media may include volatile and nonvolatile media and/or removable and non-removable media or other data types implemented in any method or technology for storage of information such as computer-readable instructions, data structures, program modules, and/or information. For example, the memory may store computer readable instructions. Computer storage media may include, but is not limited to, non-transitory media such as RAM, ROM, EEPROM, flash memory, or other memory technology, or any other media that can be used to store the desired information and that can be accessed by controller 526.

In some examples, a portion of the controller 526 may be used to implement the example power charger controller 400 and/or any other controller of the one or more controllers used to control the power charger 104. However, the present disclosure is not so limited, and instead of or in addition to the controller 526, one or more other controllers may be utilized to implement the power charger controller 400 and/or one or more other controllers of the power charger 104 in a similar manner as the controller 526. In some examples, one or more controllers (e.g., controller 526, power charger controller 400, and/or other controllers) may be used for any type of control of power charger 104. In these examples, any of the controllers may be utilized individually or in combination to control any of the components (e.g., active power filter 138, inverter 132, etc.) and/or functions of the power charger 104.

Further, the current regulator 512 may include a power supply 528 (e.g., a power supply unit) to provide power to components of the current regulator 512, such as to the gate driver 524 and the controller 526. The power supply 528 may include various types of power supply units (e.g., isolated power supply units), and in some examples, the power supply 528 may convert power received from the DC quick charger 504 into power (e.g., "low voltage DC power") (e.g., 120V DC power) for utilization by one or more storage devices. The power supply 528 may also (or alternatively) include one or more other DC sources, such as a storage device (e.g., a battery, a solar source, etc.). In some examples of the present disclosure, the power supply 528 may include a household power supply. That is, in some examples, the adapter 508 may be in a power state (e.g., a "low power state") (e.g., powered off), such as when the second induction coil is not present, and thus, the household power supply may provide or receive a level of power (e.g., a "low level of power") to maintain basic or startup functions. The current regulator 512 may include other components. For example, the current regulator 512 may include an input filter cap for filtering high frequency voltage ripple (e.g., from DC provided by a DC quick charger). In addition, the current regulator 512 may include a compensation capacitor or primary capacitor (e.g., to facilitate series compensation), which may help align the component resonances.

In some examples, the power supply 528 may be used to implement an individual one of the rectifiers (e.g., rectifier 116), as discussed above with reference to fig. 1. However, the present disclosure is not so limited, and individual ones of the rectifiers (e.g., rectifier 116) may alternatively or additionally be implemented by other corresponding ones of the other components (e.g., other corresponding rectifiers in the power converter component group).

In additional examples, the wireless charging adapter 508 may include one or more communication units 513 that enable communication via one or more protocols between the adapter 508 and one or more other local or remote computing devices via wireless communication links or channels. In some examples, the communication unit 513 may be used to transmit and/or receive any messages (e.g., requests, current requests, etc.) between the exemplary power charger controller 400 and the vehicle system 110, as discussed above with reference to fig. 1. For example, the adapter 508 can exchange communications with other devices in the environment 500 (e.g., the DC express charger 504 or the vehicle 502; or the vehicle system 110, as discussed above with reference to FIG. 1) and/or with remote devices (e.g., a remote operated computing device). Communications may be exchanged via physical and/or logical interfaces. For example, the communication connection 513 may enable Wi-Fi based communications, such as frequencies defined by the IEEE 802.11 standard, short range wireless frequencies such as bluetooth, cellular communications (e.g., 2G, 3G, 4G LTE, 5G, etc.), satellite communications, dedicated Short Range Communications (DSRC), or any suitable wired or wireless communication protocol that enables the respective computer device to interact with other computer devices. As such, in some examples, adapter 508 (e.g., using communication unit 513) may communicate directly with the vehicle (e.g., using communication unit 536) or may communicate indirectly with the vehicle through a back-end server (e.g., both adapter 508 and vehicle 502 communicate with the back-end server via cellular communication, which facilitates message exchange).

In one or more examples of the present disclosure, the adapter 508 is connected to the DC quick charger 504 by mating an electrical connector 510 to the plug 506. The DC provided by the DC express charger 504 is received by the adapter 508. In some examples, the DC from the DC quick charger may be a high voltage DC in the range of about 200V to about 1 kV. The converter 522 changes DC to AC based on an input (e.g., a control signal) from the gate driver 524 and provides AC to the first induction coil 514 (and possibly also to the power supply 528). As a result of the AC current from the converter 522, the first induction coil 514 may provide wireless charging (e.g., contactless power) to the second induction coil (e.g., via a series resonant inductive power transfer (SS-RIPT) link). In additional examples, the adapter 508 may monitor the power supply to the second inductive coil and may terminate the DC signal from the DC quick charger 504 based on various events. For example, the adapter 508 may detect a change in impedance (e.g., when the vehicle 502 with the second induction coil moves away from the adapter 508) and terminate the DC (e.g., via a disconnect device or via a signal) based on the change. In other examples, adapter 508 may receive a signal from vehicle 502 to reduce contactless power (e.g., such as to reduce additional power when the power storage unit is sufficiently charged above a threshold).

As described above, the adapter 508 may include a power state (e.g., a "low power state") (e.g., a "low power" or no power) before the vehicle approaches the adapter 508. That is, even though the adapter 508 may be connected to the DC express charger 504 (via the connection between the plug 506 and the connector 510) before the vehicle is in the wireless charging position, the DC express charger 504 may not provide DC to the adapter 508 such that the first induction coil 514 does not receive any AC (e.g., from the current regulator 512). Accordingly, aspects of the present disclosure describe a subject matter for determining that a vehicle is proximate to the DC quick charger 504 and/or the proximity adapter 508 and/or for determining that the second inductive coil 516 is proximate to the first inductive coil. Additionally, some aspects may request DC from the DC express charger 504 or otherwise trigger transmission of DC from the DC express charger to the adapter 508 based on the determination.

Fig. 6 depicts a block diagram of an example system 600 for implementing the techniques described herein. In at least one example, system 600 may include a vehicle 602. In the example system 600 shown, the vehicle 602 is an autonomous vehicle; however, vehicle 602 may be any other type of vehicle. Vehicle 602 may be a vehicle including vehicle system 110 depicted in fig. 1 and may be configured to recharge a battery (e.g., power storage unit 660) using a wireless charging adapter (e.g., adapter 508, as discussed above with reference to fig. 5).

The example vehicle 602 may be an unmanned vehicle, such as an autonomous vehicle configured to operate according to a class 5 issued by the national highway traffic safety authority, which class describes a vehicle capable of performing all safety critical functions throughout a trip, wherein a driver (or occupant) is not expected to control the vehicle at any time. In such examples, because vehicle 602 may be configured to control all functions from the beginning of the trip to completion, including all parking functions, it may not include a driver and/or a controller for driving vehicle 602, such as a steering wheel, an accelerator pedal, and/or a brake pedal. This is merely an example, and the systems and methods described herein may be incorporated into any ground, air, or water vehicle, including those ranging from vehicles that need to be manually controlled at all times by a driver to those that are partially or fully autonomous.

Vehicle 602 may include a computing device 604, one or more sensor systems 606, one or more transmitters 608, one or more communication connections 610 (also referred to as communication devices and/or modems), at least one direct connection 612 (e.g., for physically coupling with vehicle 602 to exchange data and/or provide power), and one or more drive systems 614. The one or more sensor systems 606 may be configured to capture sensor data associated with an environment.

The one or more sensor systems 606 may include time-of-flight sensors, position sensors (e.g., GPS, compass, etc.), inertial sensors (e.g., inertial Measurement Units (IMUs), accelerometers, magnetometers, gyroscopes, etc.), lidar sensors, radar sensors, sonar sensors, infrared sensors, cameras (e.g., RGB, IR, intensity, depth, etc.), microphone sensors, environmental sensors (e.g., temperature sensors, humidity sensors, light sensors, pressure sensors, etc.), ultrasonic transducers, wheel encoders, ball joint sensors, chassis position sensors, etc. One or more sensor systems 606 may include multiple examples of each of these or other types of sensors. For example, the time-of-flight sensors may include individual time-of-flight sensors located at corners, front, rear, sides, and/or top of the vehicle 602. As another example, the camera sensor may include a plurality of cameras disposed at various locations around the exterior and/or interior of the vehicle 602. One or more sensor systems 606 can provide input to computing device 604.

Vehicle 602 may also include one or more emitters 608 for emitting light and/or sound. One or more transmitters 608 in this example include an internal audio and visual transmitter in communication with a passenger of vehicle 602. By way of example and not limitation, the internal transmitters may include speakers, lights, signs, display screens, touch screens, tactile transmitters (e.g., vibration and/or force feedback), mechanical actuators (e.g., belt tensioners, seat positioners, headrest positioners, etc.), and the like. One or more of the transmitters 608 in this example may also include an external transmitter. By way of example and not limitation, the external transmitters in this example include lights that signal the direction of travel or other indicators of vehicle motion (e.g., indicator lights, signs, light arrays, etc.), and one or more audio transmitters (e.g., speakers, speaker arrays, horns, etc.) to communicate with pedestrians or other nearby vehicular sounds, one or more of which may include sound beam steering techniques (acoustic beam steering technology).

Vehicle 602 may also include one or more communication connections 610 that enable vehicle 602 to communicate with one or more other local or remote computing devices (e.g., wireless charging adapter, direct current flash charger, remote operating computing device, etc.) or remote services. For example, one or more communication connections 610 may facilitate communications with other local computing devices and/or drive systems 614 on vehicle 602. Moreover, one or more communication connections 610 may allow vehicle 602 to communicate with other nearby computing devices (e.g., other nearby vehicles, traffic lights, etc.).

The one or more communication connections 610 can include a physical interface and/or a logical interface for connecting the computing device 604 to another computing device or to one or more external networks 642 (e.g., the internet). For example, one or more of the communication connections 610 may enable Wi-Fi based communications, such as via a frequency defined by the IEEE 802.11 standard, a short range wireless frequency such as bluetooth, cellular communications (e.g., 2G, 3G, 4G LTE, 4G, etc.), satellite communications, dedicated Short Range Communications (DSRC), or any suitable wired or wireless communications protocol that enables a respective computer device to interact with other computer devices.

In at least one example, vehicle 602 may include one or more drive systems 614. In some examples, vehicle 602 may have a single drive system 614. In at least one example, if the vehicle 602 has multiple drive systems 614, the individual drive systems 614 may be positioned on opposite ends (e.g., front and rear, etc.) of the vehicle 602. In at least one example, the drive system 614 may include one or more sensor systems 606 to detect conditions of the drive system 614 and/or the surrounding environment of the vehicle 602. By way of example and not limitation, the sensor system 606 may include one or more wheel encoders (e.g., rotary encoders) for sensing rotation of wheels of the drive system, inertial sensors (e.g., inertial measurement units, accelerometers, gyroscopes, magnetometers, etc.) for measuring orientation and acceleration of the drive system, cameras or other image sensors, ultrasonic sensors for acoustically detecting objects surrounding the drive system, lidar sensors, radar sensors, and the like. Some sensors, such as wheel encoders, may be unique to the drive system 614. In some cases, the sensor system 606 on the drive system 614 may overlap or supplement the corresponding system of the vehicle 602 (e.g., the sensor system 606).

The drive system 614 may include a number of vehicle systems including a high voltage battery (e.g., an electrical power storage unit 660), a second induction coil 662 for wirelessly charging the high voltage battery, a motor to drive the vehicle, a converter 664 for bi-directional conversion between direct current and alternating current, a steering system including a steering motor and a steering rack (possibly electric), a braking system including hydraulic or electric actuators, a suspension system including hydraulic and/or pneumatic components, a control system for distributing braking force to mitigate traction losses and maintain stability of control, an HVAC system, lighting (e.g., lighting of headlights/taillights or the like for illuminating the vehicle's external environment), and one or more other systems (e.g., cooling systems, safety systems, on-board charging systems, other electrical components such as DC/DC converters, high voltage junctions, high voltage cables, charging systems, charging ports, etc.). Additionally, the drive system 614 may include a drive system controller that may receive and pre-process data from the sensor system 606 and control operation of various vehicle systems. In some examples, a drive system controller may include one or more processors and a memory communicatively coupled to the one or more processors. The memory may store one or more components to perform various functions of the drive system 614. In addition, the drive system 614 may also include one or more communication connections that enable the respective drive system to communicate with one or more other local or remote computing devices.

Computing device 604 may include one or more processors 616 and memory 618 communicatively coupled with the one or more processors 616. In the illustrated example, the memory 618 of the computing device 604 stores the perception component 620, the positioning component 624, the prediction component 634, the planning component 636, the map component 638, and the one or more system controllers 640. Although depicted as residing in memory 618 for purposes of illustration, it is contemplated that sensing component 620, positioning component 624, prediction component 634, planning component 636, map component 638, and the one or more system controllers 640 can additionally or alternatively be accessible by computing device 604 (e.g., stored in a different component of vehicle 602) and/or accessible by vehicle 602 (e.g., stored remotely).

The perception component 620 can include functionality to perform object detection, segmentation, and/or classification. In some examples, the perception component 620 and/or the object detector 622 can provide processed sensor data that indicates the presence of an entity near the vehicle 602 and/or a classification of the entity as an entity type (e.g., car, pedestrian, cyclist, building, tree, road surface, curb, sidewalk, unknown, etc.). In additional and/or alternative examples, the perception component 620 can provide processed sensor data that is indicative of one or more characteristics associated with the detected entity and/or the environment in which the entity is located. In some examples, features associated with an entity may include, but are not limited to, x-position (global position), y-position (global position), z-position (global position), orientation, entity type (e.g., classification), speed of the entity, range (size) of the entity, and so forth. Features associated with an environment may include, but are not limited to, the presence of another entity in the environment, the status of another entity in the environment, time of day, day of week, season, weather conditions, indication of darkness/brightness, etc.

Further, the sensing part 620 may include a function of storing sensing data generated by the sensing part 620. In some cases, the perception component 620 may determine a trajectory corresponding to an object that has been classified as an object type. For illustrative purposes only, the sensing component 620 using the sensor system 606 can capture one or more images of an environment, which can be utilized to determine information about the environment.

In some examples, the stored perception data may include fused perception data captured by the vehicle. The fused sensory data may include a fusion or other combination of sensor data from sensor system 606, such as from an image sensor, a lidar sensor, a radar sensor, a time-of-flight sensor, a sonar sensor, a global positioning system sensor, an internal sensor, and/or any combination of these. The stored sensory data may additionally or alternatively include classification data including semantic classifications of objects (e.g., pedestrians, vehicles, buildings, roadways, etc.) represented in the sensor data. The stored perception data may additionally or alternatively comprise trajectory data (position, orientation, sensor characteristics, etc.) corresponding to the motion of objects classified as dynamic objects in the environment. The trajectory data may comprise a plurality of trajectories of a plurality of different objects over time. The trajectory data may be mined to identify images of specific types of objects (e.g., pedestrians, animals, etc.) when the object is stationary (e.g., stationary) or moving (e.g., walking, running, etc.). In this example, the computing device determines a trajectory corresponding to a pedestrian.

In general, object detector 622 may detect (among other things) semantic objects represented by sensor data (e.g., a charging system (e.g., a wireless charging adapter (e.g., wireless charging adapter 508, as discussed above with respect to fig. 5A and 5A)) in a charging system including DC quick charger 504. In some examples, object detector 622 may identify such semantic objects of the charging system and may determine a two-dimensional or three-dimensional bounding box associated with the object. Object detector 622 may determine additional information associated with the object, such as position, orientation, pose, and/or size (e.g., length, width, height, etc.). Object detector 622 may send data to other components of system 600 for locating and/or determining calibration information, as discussed herein, vehicle 602 may utilize the locating and/or calibration information to locate vehicle 602 with respect to the charging system to achieve optimal charging.

Positioning component 624 may include functionality to receive data from sensor system 606 and/or other components to determine a position of vehicle 602. For example, the positioning component 624 may include and/or request/receive a three-dimensional map of the environment and may continuously determine the location of the autonomous vehicle within the map. In some cases, the positioning component 624 may use SLAM (simultaneous positioning and mapping) or CLAMS (simultaneous calibration, positioning and mapping) to receive time-of-flight data, image data, lidar data, radar data, sonar data, IMU data, GPS data, wheel encoder data, or any combination thereof, etc., to accurately determine the position of the autonomous vehicle. In some cases, the positioning component 624 may provide data to various components of the vehicle 602 to determine an initial position of the autonomous vehicle for generating a trajectory or for initial calibration.

The prediction component 634 can generate one or more probability maps that represent predicted probabilities of possible locations of one or more objects in the environment. For example, prediction component 634 can generate one or more probability maps for vehicles, pedestrians, animals, etc., that are within a threshold distance from vehicle 602. In some cases, prediction component 634 may measure a trace of the object and generate a discretized predictive probability map, heat map, probability distribution, discretized probability distribution, and/or trajectory of the object based on the observed behavior and the predicted behavior. In some cases, the one or more probability maps may represent intent of one or more objects in the environment.

Planning component 636 can determine a path to be followed by vehicle 602 as it traverses the environment. For example, planning component 636 can determine various routes and paths and various levels of detail. In some cases, planning component 636 may determine a route of travel from a first location (e.g., a current location) to a second location (e.g., a target location). For purposes of this discussion, a route may be a series of waypoints for traveling between two locations. By way of non-limiting example, waypoints include streets, intersections, global Positioning System (GPS) coordinates, and the like. Further, planning component 636 can generate instructions for guiding the autonomous vehicle along at least a portion of a route from the first location to the second location. In at least one example, planning component 636 may determine how to direct the autonomous vehicle from a first waypoint in the sequence of waypoints to a second waypoint in the sequence of waypoints. In some examples, the instruction may be a path or a portion of a path. In some examples, multiple paths may be generated substantially simultaneously (i.e., within a technical tolerance) according to a fallback level technique. One of the multiple paths in the fallback data level having the highest confidence level may be selected to operate the vehicle.

In other examples, planning component 636 may alternatively or additionally use data from sensing component 620 and/or predictive component 634 to determine a path to be followed by vehicle 602 through the environment. For example, planning component 636 can receive data regarding objects associated with the environment from perception component 620 and/or prediction component 634. Using this data, planning component 636 can determine a travel route from a first location (e.g., a current location) to a second location (e.g., a target location) to avoid objects in the environment. In at least some examples, such planning component 636 can determine that such collision-free paths are not present, and in turn provide a path for safe stopping of vehicle 602 to avoid all collisions and/or otherwise mitigate damage.

Memory 618 may further include one or more maps 638 that may be used by vehicle 602 to navigate within the environment. For purposes of this discussion, a map may be any number of data structures modeled in two, three, or N dimensions that are capable of providing information about an environment, such as, but not limited to, topology (e.g., intersections), streets, mountains, roads, terrain, and general environments. The map may also include object identifiers, object classifications, three-dimensional locations, covariance data (e.g., represented in image data or multi-resolution voxel space), and so forth. In some cases, the map may include, but is not limited to: texture information (e.g., color information (e.g., RGB color information, lab color information, HSV/HSL color information), etc.), intensity information (e.g., lidar information, radar information, etc.); in one example, the map may include a three-dimensional grid of the environment, in some examples, the map may be stored in a tiled format such that individual tiles of the map represent discrete portions of the environment, and may be loaded into a working memory as desired, as discussed herein, one or more of the maps 638 may include at least one map (e.g., image and/or grid) in at least one example, the vehicle 602 may be controlled based at least in part on the map 638, that is, the map 638 may be used in conjunction with the perception component 620 (and subcomponents), the positioning component 624 (and subcomponents), the prediction component 634, and/or the planning component 636 to determine the location of the vehicle 602, identify objects in the environment, generate predicted probabilities associated with the objects and/or the vehicle 602, and/or generate routes within the environment.

In at least one example, computing device 604 may include one or more system controllers 640, which may be configured to control steering, propulsion, braking, security, transmitters, communications, and other systems of vehicle 602. These system controllers 640 may communicate with and/or control corresponding systems of the drive system 614 and/or other components of the vehicle 602, which may be configured to operate in accordance with a path provided from the planning component 636.

Vehicle 602 may be connected to computing device 644 via network 642 and may include one or more processors 646 and memory 648 communicatively coupled to the one or more processors 646. In at least one example, one or more processors 646 may be similar to processor 616 and memory 648 may be similar to memory 618. In at least one example, the computing device 644 may include a wireless charging adapter. In the illustrated example, the memory 648 of the computing device 644 stores a current routing component 650, a messaging component 652, and/or a charging component 654. In the example shown, the charging member 654 may include a first induction coil 656. In at least one instance, the current routing component 650 can be used to control power transfer between an individual one of the corresponding vehicle chargers (e.g., vehicle charger 108) and the power charger 104, as discussed above with reference to fig. 1. In some examples, in a manner similar to that discussed above for the drive system 614 and/or the communication connection 610, the current routing component 650 may be used with the example power charger controller 400 to control the functions of the power storage unit 660, the second inductive coil 662, and the converter 664 to transfer power. The current routing component 650 and the example power charger controller 400 may exchange communications to control power transfer. In some examples, the power storage unit 660, the converter 664, and the second induction coil 662 may be used to implement the storage device 144, the rectifier 142, and the receiving coil 140, respectively, as discussed above with reference to fig. 1.

In at least some other examples, the messaging component 652 may perform operations for delivering messages to and/or receiving messages from internal adapter components (e.g., coils, controllers, etc.) and/or external components (e.g., DC express chargers, vehicles, electric billing systems, etc.). For example, the messaging component 652 may perform operations for exchanging messages between adapter components (e.g., confirming a connection to a DC quick charger plug, confirming a wireless connection to a vehicle and/or to an on-board coil for charging a vehicle battery, etc.). In other examples, the messaging component 652 may exchange messages with the DC quick charger, with the vehicle (e.g., determine vehicle proximity, determine battery charge level, etc.), and/or with an on-board induction coil of the vehicle (e.g., determine proximity, alignment, etc.).

In at least one instance, the charging component 654 can be used to control charging of an individual system of a corresponding vehicle system (e.g., the vehicle system 110), as discussed above with reference to fig. 1. The charging component 654 may control a first induction coil 656, which may be used to implement the transfer coil 134. In some examples, the charging component 654 may be used to implement the adapter 508. In other examples, implementation of the charging component 654 as an alternative or in addition to the adapter 508 may be utilized to charge individual ones of the corresponding vehicle systems (e.g., the vehicle system 110).

The processor 616 of the computing device 604 and the processor 646 of the computing device 644 may be any suitable processor capable of executing instructions to process data and perform operations as described herein. By way of example, and not limitation, processor 616 and processor 646 may include one or more Central Processing Units (CPUs), graphics Processing Units (GPUs), or any other device or portion of a device that processes electronic data to convert the electronic data into other electronic data that may be stored in registers and/or memory. In some examples, integrated circuits (e.g., ASICs, etc.), gate arrays (e.g., FPGAs, etc.), and other hardware devices may also be considered processors configured to implement the encoded instructions.

Memory 618 of computing device 604 and memory 648 of computing device 644 are examples of non-transitory computer-readable media. Memory 618 and/or 648 may store an operating system and one or more software applications, instructions, programs, and/or data to implement the methods described herein and functionality attributed to the various systems. In various embodiments, memories 618 and 648 may be implemented using any suitable memory technology, such as Static Random Access Memory (SRAM), synchronous Dynamic RAM (SDRAM), non-volatile/flash-type memory, or any other type of memory capable of storing information. The architectures, systems, and individual elements described herein may include many other logical, procedural, and physical components, with those components shown in the figures being merely examples related to the discussion herein.

In some cases, aspects of some or all of the components discussed herein may include any model, algorithm, and/or machine learning algorithm. For example, in some examples, the components in memory 618 and memory 648 may be implemented as a neural network. In some examples, a Machine Learning (ML) model may be trained for object detection (e.g., for detecting image data of a vehicle, DC quick charger, or wireless charging adapter) or for parking in place to align trajectory planning of coils. In some examples, the ML model may be used to determine whether to operate the inverter 132 in a bipolar mode or a monopolar mode, as discussed above in fig. 1, as well as for duty cycle control of the duty cycle of the power output by the inverter 132 for optimal control (e.g., control of wireless power transfer by the transfer coil 134)/storage device lifetime (e.g., lifetime of the storage device 144), and so forth.

As described herein, an exemplary neural network is a biological heuristic that passes input data through a series of connected layers to produce an output. Each layer in the neural network may also include another neural network, or may include any number of layers (whether convoluted or not). As may be appreciated in the context of the present disclosure, neural networks may utilize machine learning, which may refer to a broad classification of such algorithms, wherein the output is generated based on learned parameters.

Although discussed in the context of neural networks, any type of machine learning consistent with the present disclosure may be used. For example, machine learning or machine learning algorithms may include, but are not limited to: regression algorithms (e.g., general least squares regression (OLSR), linear regression, logistic regression, stepwise regression, multivariate Adaptive Regression Spline (MARS), local estimation scatter plot smoothing (LOESS)), based on example algorithms (e.g., ridge regression, least Absolute Shrinkage and Selection Operator (LASSO), elastic network, least Angle Regression (LARS)), decision tree algorithms (e.g., classification and regression tree (CART), iterative dichotomy 3 (ID 3), chi-square automatic interaction detection (CHAID), decision tree stake, conditional decision tree), bayesian algorithms (e.g., naive bayes, gaussian naive bayes, polynomial naive bayes, mean single dependency estimator (AODE), bayesian belief network (BNN), bayesian network), clustering algorithms (e.g., k-means, k-median, expectation Maximization (EM), hierarchical clustering), association rule learning algorithms (e.g., perceptron, back-propagation, field-hopping network, radial Basis Function Network (RBFN)), deep learning algorithms (e.g., deep Boltzmann Machine (DBM), deep Belief Network (DBN), convolutional Neural Network (CNN), stacked auto-coder), dimension reduction algorithms (e.g., principal Component Analysis (PCA), principal Component Regression (PCR), partial Least Squares Regression (PLSR), sammon mapping, multidimensional scaling (MDS), projection tracking, linear Discriminant Analysis (LDA)), linear Discriminant Analysis (LDA), hybrid discriminant analysis (MDA), quadratic Discriminant Analysis (QDA), flexible Discriminant Analysis (FDA)), integrated algorithms (e.g., boosting method, bootstrap aggregation (Bagging), adaBoost, stack generalization (mixing), gradient lifting (GBM), gradient lifting regression tree (GBRT), random forest), SVM (support vector machine), supervised learning, unsupervised learning, semi-supervised learning, etc.

Additional examples of architectures include neural networks, such as ResNet, resNet, 101, VGG, denseNet, pointNet, and the like.

Fig. 7 depicts an example process 700 of using a power charger. For example, some or all of process 700 may be performed by one or more components in diagram 600, as described herein.

At operation 702, the example process 700 may include receiving power from a power grid through a transformer (e.g., the transformer 114). The transformer 114 may convert power received from the power grid via the primary winding 122 and the secondary winding set 124.

At operation 704, the example process 700 may include outputting Alternating Current (AC) power at a second voltage through the transformer 114. The transformer 114 may output AC power at the second voltage to the AC switching device 118.

At operation 706, the example process 700 may include receiving AC power at a second voltage through a rectifier circuit (e.g., the rectifier circuit 116) coupled to the transformer 114. The rectifier circuit 116 may be coupled to the transformer 114 via an AC switching device 118. The rectifier circuit 116 may receive AC power at the second voltage from the transformer 114 via the AC switching device 118.

At operation 708, the example process 700 may include outputting Direct Current (DC) power via the rectifier circuit 116. The rectifier circuit 116 may output DC power to the DC switching device 120.

At operation 710, the example process 700 may include determining whether a power inverter (e.g., the power inverter 132) including a transmission coil (e.g., the transmission coil 134) receives DC power. The example process 700 may proceed to operation 702 based on determining that the power inverter 132 did not receive DC power. The example process 700 may proceed to operation 712 based on determining that the power inverter 132 received DC power.

At operation 712, the example process 700 may include wirelessly transmitting power to a receiving coil (e.g., the receiving coil 140) in the vehicle through the power inverter 132. The power inverter 132 may wirelessly transmit power to the receiving coil 140 based on the power received by the power inverter 132 via the DC switching device 120.

Fig. 8 depicts an example process 800 for using a power charger controller. For example, some or all of process 800 may be performed by system 600, as described herein.

At operation 802, the example process 800 may include receiving a signal that a vehicle is in position relative to a wireless charging coil (e.g., the transmitting coil 134). In some examples, a signal (e.g., a control input (e.g., a control signal)) may be received by the example power charger controller 400 as a message from the vehicle system 110, as discussed above with reference to fig. 5.

At operation 804, the example process 800 may include receiving a first current request. The first current request may be received by the power charger 104 (e.g., the example power charger controller 400) from the vehicle system 110.

At operation 806, the example process 800 may include determining whether a signal that the vehicle is in place and a first current request are received. Based on determining that a signal that the vehicle is in place and/or the first current request has not been received, the example process 800 may proceed to operation 802. Based on the determination that the signal that the vehicle is in place and the first current request has been received, the example process 800 may proceed to operation 808.

At operation 808, the example process 800 may include controlling the inverter 132 to output a first square wave signal (e.g., the first square wave signal 418) associated with the bipolar mode based on the first current request. The output first square wave signal 418 may be associated with an operating signal. Based on the charging profile, the duty cycle gradually decreases over time.

At operation 810, the example process 800 may include receiving a second current request. The second current request may be received by the power charger 104 (e.g., the example power charger controller 400) from the vehicle system 110.

At operation 812, the example process 800 may include determining whether a signal that the vehicle is in place and a second current request are received. Based on determining that a signal that the vehicle is in place and/or a second current request has not been received, the example process 800 may proceed to operation 802. Based on determining that the signal that the vehicle is in place and the second current request have been received, the example process 800 may proceed to operation 808

At operation 810, the example process 800 may include controlling the inverter to output a second square wave signal (e.g., the second square wave signal 420) associated with the unipolar mode based on the second current request. The output second square wave signal 420 may be associated with an operating signal. The duty cycle may be gradually reduced over time based on the charging profile. The charging profile used to control the duty cycle of the second square wave signal 420 may be the same as or different from the charging profile used to control the duty cycle of any other signal (e.g., the second square wave signal 420).

Example clauses

A: a system, comprising: a transformer configured to receive power from a power grid at a first voltage and output Alternating Current (AC) power at a second voltage; a rectifier circuit directly coupled to the transformer, configured to receive AC power and output Direct Current (DC) power; and a power inverter including a transmitting coil configured to receive the DC power and wirelessly transmit the power to a receiving coil in the vehicle, wherein a phase shift between a first current output by a first winding of a pair of windings outputting the AC power at a second voltage and a second current output by a second winding of the pair of windings is less than or equal to 27.5 degrees

B: the system of any one of paragraphs A-A, further comprising an active power filter in parallel with the transformer, the active power filter being controlled based at least in part on an amount of power wirelessly transmitted by the transmission coil.

C: the system of paragraph a, wherein the phase shift is 22.5 degrees.

D: the system of any of paragraphs a-C, wherein a harmonic distortion level associated with an input of a charging circuit comprising the transformer and the rectifier circuit is less than 5%.

E: the system of any of paragraphs a-D, wherein: receiving AC power as power at a first voltage by a transformer via a first AC protection circuit; the transformer is configured to output AC power at a second voltage to the rectifier circuit via the second AC protection circuit; and the DC power is output to the power inverter via the DC protection circuit.

F: a method, comprising: receiving power from a power grid at a first voltage through a transformer; outputting Alternating Current (AC) power at a second voltage through a transformer; receiving AC power through a rectifier circuit directly coupled to the transformer; outputting Direct Current (DC) power through a rectifier circuit; receiving DC power through a power inverter; and transmitting power to a receiving coil in the vehicle through a transmitting coil associated with the power inverter.

G: the method of paragraph F, wherein transmitting power further comprises transmitting AC power at a third voltage through the transmit coil, the transmit coil having a height gap from the receive coil of between 100mm and 200 mm.

H: the method of paragraph F or G, wherein a phase shift between a first current output by a first winding of a pair of windings outputting the AC power at the second voltage and a second current output by a second winding of the pair of windings is less than or equal to 22.5 degrees.

I: the method of any of paragraphs F-H, wherein a harmonic distortion level associated with an input of a charging circuit comprising the transformer and the rectifier circuit is less than 5%.

J: the method of any one of paragraphs F-I, wherein: receiving the power further includes receiving, by the transformer, AC power at the first voltage via a first AC protection circuit; outputting the AC power further includes outputting the AC power at the second voltage to the rectifier circuit via a second AC protection circuit through the transformer; and outputting the DC power further includes outputting the DC power to the power inverter via a DC protection circuit.

K: the method of any of paragraphs F-J, wherein a harmonic distortion level associated with a charging circuit comprising the transformer and the rectifier circuit is less than 5%.

L: the method of any of paragraphs F-K, wherein the first voltage is 12.47 kilovolts (kV) and the second voltage is between 350 volts (V) and 370V.

M: the method of any of paragraphs F-L, wherein the transformer is a delta-delta transformer having one primary winding and at least 30 secondary winding pairs.

N: the method of any of paragraphs F-M, wherein the AC power at the second voltage is output from a pair of delta windings in the transformer.

O: the method of any of paragraphs F-N, wherein receiving the power further comprises performing Power Factor Correction (PFC) associated with converting the power to the AC power at the second voltage.

P: a system, comprising: a transformer configured to receive power from a power grid at a first voltage and output Alternating Current (AC) power at a second voltage; a rectifier circuit coupled to the transformer configured to receive the AC power and output Direct Current (DC) power; and a power inverter including a transmission coil configured to receive the DC power and wirelessly transmit the power to a reception coil in a vehicle.

Q: the system of paragraph P, wherein a phase shift between a first current output by a first winding of a pair of windings outputting the AC power at the second voltage and a second current output by a second winding of the pair of windings is less than or equal to 22.5 degrees.

R: the system of paragraph P or Q, wherein the charging circuit comprising the transformer and the rectifier circuit does not include an active power factor correction stage between the transformer and a vehicle charger.

S: the system of any one of paragraphs P-R, wherein: the transformer is further configured to output AC power to charge a plurality of loads; and the number of the plurality of loads is at least 30.

T: the system of any one of paragraphs P-S, wherein: the AC power is output by a power inverter; the power inverter outputs bipolar AC electrical signals at-500 volts (V) or +500V for AC power output in the first mode; and the power inverter outputs the AC power in the second mode as a unipolar AC electrical signal at 0V or +500V.

U: a system, comprising: one or more processors; and one or more computer-readable media storing instructions executable by the one or more processors, wherein the instructions, when executed, cause the system to perform operations comprising: receiving a signal that the vehicle is in position relative to the wireless charging conductor; receiving a first current request; controlling a plurality of transistors in a control circuit associated with the bipolar mode based on the first current request; controlling the inverter to output a first square wave signal and a first duty cycle signal based on individual first states of corresponding ones of the plurality of transistors, the first square wave signal for transmitting power from the power converter at a first power level; receiving a second current request; controlling a plurality of transistors in a control circuit associated with the unipolar mode based on the second current request; and controlling the inverter to output a second square wave signal and a second operating signal based on individual second states of corresponding ones of the plurality of transistors.

V: the system of paragraph U, wherein: controlling the inverter in the bipolar mode includes controlling the inverter to output a first square wave signal between-500 volts (V) and +500V to a transmission coil for charging the vehicle; and controlling the inverter in the unipolar mode includes controlling the inverter to output a second square wave signal between 0V and +500V to the transfer coil.

W: the system of paragraph U or V, wherein the second square wave signal is for transmitting power from the power converter at a second level, and the first power level is higher than the second power level.

X: the system of any of paragraphs U-W, wherein the plurality of transistors includes a first transistor, a second transistor, a third transistor, and a fourth transistor, and wherein controlling the inverter to output the first square wave signal further comprises: controlling the first transistor to be on, the second transistor to be on, the third transistor to be off and the fourth transistor to be off at a first time; controlling the third transistor to be on, the fourth transistor to be on, the first transistor to be off, and the second transistor to be off at a second time; and controlling the inverter to output the second square wave signal further comprises: controlling the first transistor to be on, the second transistor to be on, the third transistor to be off and the fourth transistor to be on at a third time; and controlling the first transistor to be off, the second transistor to be on, the third transistor to be off, and the fourth transistor to be on at a fourth time.

Y: the system of any of paragraphs U-X, wherein the power converter including the inverter is controlled with an efficiency of at least 93%.

Z: a method, comprising: receiving a signal that the vehicle is in position relative to the wireless charging conductor; receiving a first current request; controlling the inverter to output a first square wave signal and a first operating signal associated with the bipolar mode based on the first current request; receiving a second current request; and controlling the inverter to output a second square wave signal and a second operating signal associated with the unipolar mode based on the second current request.

AA: the method of paragraph Z, wherein: controlling the inverter in the bipolar mode includes controlling the inverter to output a first square wave signal between-500 volts (V) and +500V to a transmission coil for charging the vehicle; and controlling the inverter in the unipolar mode includes controlling the inverter to output a second square wave signal between 0V and +500V to the transfer coil.

AB: a method as paragraph Z or AA recites, wherein a first square wave signal output by the inverter in bipolar mode is used to output power from the power converter at a first level, a second square wave signal output by the inverter in unipolar mode is used to output power from the power converter at a second level, and the first level is higher than the second level.

AC: the method of any one of paragraphs Z-AB, further comprising: controlling the inverter with a control circuit including a first transistor, a second transistor, a third transistor, and a fourth transistor; wherein controlling the inverter in the bipolar mode further comprises: controlling the first transistor to be on, the second transistor to be on, the third transistor to be off and the fourth transistor to be off at a first time; controlling the third transistor to be on, the fourth transistor to be on, the first transistor to be off, and the second transistor to be off at a second time; and controlling the inverter in the unipolar mode further includes: controlling the first transistor to be on, the second transistor to be on, the third transistor to be off and the fourth transistor to be on at a third time; and controlling the first transistor to be off, the second transistor to be on, the third transistor to be off, and the fourth transistor to be on at a fourth time.

AD: the method of any of paragraphs Z-AC, wherein a power converter comprising an inverter is controlled with an efficiency of at least 93%.

AE: the method of any of paragraphs Z-AD, wherein the signal that the vehicle is in place is received from an autonomous vehicle.

AF: the method of any of paragraphs Z-AE, wherein the second current request is associated with an individual level of one or more corresponding power parameters indicating that a power level stored in the vehicle battery meets or exceeds a power threshold.

AG: the method of any of paragraphs Z-AF, wherein a first duty cycle associated with power output by the inverter in the unipolar mode is higher than a second duty cycle, and the second duty cycle gradually decreases to the first duty cycle over time based on a charging profile.

AH: the method of any of paragraphs Z-AG, wherein a first duty cycle associated with power output by the inverter in the bipolar mode is higher than a second duty cycle, and the first duty cycle gradually decreases over time to the second duty cycle based on a charging profile

AI: a method as in any of paragraphs Z-AH, wherein a harmonic distortion level associated with the inverter is less than 5%.

AJ: one or more non-transitory computer-readable media storing instructions that, when executed, cause one or more processors to perform operations comprising: receiving a signal that the automated vehicle is in position relative to the wireless charging conductor; receiving a first current request; controlling a plurality of transistors in a control circuit associated with the bipolar mode based on the first current request; controlling an inverter to output a first square wave signal and a first working signal according to individual first states of corresponding transistors in the plurality of transistors; receiving a second current request; controlling a plurality of transistors in a control circuit associated with the unipolar mode based on the second current request; and controlling the inverter to output a second square wave signal and a second operating signal based on individual second states of corresponding ones of the plurality of transistors.

AK: one or more non-transitory computer-readable media as set forth in paragraph AJ, wherein: controlling the inverter in the bipolar mode includes controlling the inverter to output a first square wave signal between-500 volts (V) and +500V to a transfer coil for charging the autonomous vehicle; and controlling the inverter in the unipolar mode includes controlling the inverter to output a second square wave signal between 0V and +500V to the transfer coil.

AL: one or more non-transitory computer-readable media as paragraph AJ or AK, wherein a first square wave signal output by the inverter in bipolar mode is used to output power from the power converter at a first power level, a second square wave signal output by the inverter in unipolar mode is used to output power from the power converter at a second power level, and the first power level is higher than the second power level.

AM: the one or more non-transitory computer-readable media of any one of paragraphs AJ-AL, wherein the plurality of transistors comprises a first transistor, a second transistor, a third transistor, and a fourth transistor, wherein controlling the inverter to output the first square wave signal further comprises: controlling the first transistor to be on, the second transistor to be on, the third transistor to be off and the fourth transistor to be off at a first time; controlling the third transistor to be on, the fourth transistor to be on, the first transistor to be off, and the second transistor to be off at a second time; and controlling the inverter to output the second square wave signal further comprises: controlling the first transistor to be on, the second transistor to be on, the third transistor to be off and the fourth transistor to be on at a third time; and controlling the first transistor to be off, the second transistor to be on, the third transistor to be off, and the fourth transistor to be on at a fourth time.

AN: the one or more non-transitory computer-readable media of any of paragraphs AJ-AM, wherein a power converter comprising an inverter is controlled with an efficiency of at least 93%.

While the example clauses above are described with respect to one particular embodiment, it should be appreciated that in the context of this document, the contents of the example clauses may also be implemented via a method, apparatus, system, computer-readable medium, and/or another embodiment. Additionally, any of examples A-AN may be implemented alone or in combination with any other one or more of examples A-AN.

Conclusion(s)

Although one or more examples of the technology described herein have been described, various alterations, additions, permutations, and equivalents thereof are included within the scope of the technology described herein.

In the description of the examples, reference is made to the accompanying drawings which form a part hereof, and in which are shown by way of illustration specific examples of the claimed subject matter. It is to be understood that other examples may be used and that changes or modifications, such as structural changes, may be made. Such examples, changes, or modifications do not necessarily depart from the scope with respect to the subject matter of the claims. Although the steps herein may be presented in a certain order, in some cases the ordering may be changed such that certain inputs are provided at different times or in different orders without changing the functionality of the described systems and methods. The disclosed processes may also be performed in a different order. In addition, the various calculations herein need not be performed in the order disclosed, and other examples of alternative orders of using the calculations may be readily implemented. In addition to being reordered, the computation may also be broken down into sub-computations with the same result.

Claims

1. A method, comprising:

receiving power from a power grid at a first voltage through a transformer;

outputting Alternating Current (AC) power at a second voltage through the transformer;

Receiving the AC power through a rectifier circuit directly coupled to the transformer;

Outputting Direct Current (DC) power through the rectifier circuit;

receiving the DC power through a power inverter; and

Power is transmitted through a transmit coil associated with the power inverter to a receive coil in the vehicle.

2. The method of claim 1, wherein receiving the DC power further comprises receiving the DC power through a transmit coil in the power inverter,

Wherein transmitting the power to the receiving coil further comprises wirelessly transmitting power to the receiving coil through the transmitting coil, and

Wherein a phase shift between a first current output through a first winding of a pair of windings outputting the AC power at the second voltage and a second current output through a second winding of the pair of windings is less than or equal to 27.5 degrees.

3. The method of claim 1 or 2, wherein transmitting power further comprises transmitting AC power at a third voltage through the transmit coil, the transmit coil having a height gap from the receive coil of between 100mm and 200 mm.

4. A method as claimed in any one of claims 1 to 3, wherein the phase shift between a first current output through a first winding of a pair of windings outputting the AC power at the second voltage and a second current output through a second winding of the pair of windings is less than or equal to 22.5 degrees.

5. The method of any one of claims 1 to 4, wherein:

receiving the power further includes receiving AC power at the first voltage via a first AC protection circuit through the transformer;

Outputting the AC power further includes outputting the AC power to the rectifier circuit at the second voltage via a second AC protection circuit through the transformer; and

Outputting the DC power further includes outputting the DC power to the power inverter via a DC protection circuit.

6. The method of any one of claim 1 to 5, wherein the transformer is a delta-delta transformer having one primary winding and at least 30 secondary winding pairs,

Wherein the AC power at the second voltage is output from a pair of delta windings of the secondary winding pair.

7. The method of any of claims 1-6, wherein receiving the power further comprises performing Power Factor Correction (PFC) associated with converting the power to the AC power at the second voltage.

8. A system, comprising:

A transformer configured to receive power from a power grid at a first voltage and output Alternating Current (AC) power at a second voltage;

A rectifier circuit coupled to the transformer, the rectifier circuit configured to receive the AC power and output Direct Current (DC) power; and

A power inverter includes a transmit coil configured to receive the DC power and wirelessly transmit the power to a receive coil in a vehicle.

9. The method of claim 8, wherein a phase shift between a first current output through a first winding of a pair of windings outputting the AC power at the second voltage and a second current output through a second winding of the pair of windings is less than or equal to 22.5 degrees.

10. The system of claim 8 or 9, wherein the charging circuit comprising the transformer and the rectifier circuit does not comprise an active power factor correction stage between the transformer and a vehicle charger.

11. The system of any of claims 8 to 10, further comprising:

An active power filter in parallel with the transformer, the active power filter being controlled based at least in part on an amount of the power wirelessly transmitted by the transfer coil.

12. The system of any one of claims 8 to 11, wherein:

The transformer is further configured to output AC power to charge a plurality of loads; and

The number of the plurality of loads is at least 30.

13. The system of any one of claims 8 to 12, wherein:

Outputting AC power through the power inverter;

The AC power output by the power inverter in a first mode is a bipolar AC electrical signal output at-500 volts (V) or +500V; and

The AC power output by the power inverter in the second mode is a unipolar AC electrical signal at 0V or +500V.

14. The system of any of claims 8 to 13, wherein a harmonic distortion level associated with an input of a charging circuit comprising the transformer and the rectifier circuit is less than 5%.

15. The system of any of claims 8 to 14, wherein the first voltage is 12.47 kilovolts (kV) and the second voltage is between 350 volts (V) and 370V.